UCSB  LIBRARY 


POCKET  COMPANION 


GENERAL  RULES  AND  SUGGESTIONS 


MANAGEMENT  OF  AN  ENGINE  UNDEfi  ALL  CIRCUMSTANCES, 


BY  CHARLES  A.   HOXSIE, 

PRACTICAL  ENGINEER. 


FIFTH  EDITION. 


ALBANY: 

WEED,   PARSONS  AND  COMPANY,    PRINTERS. 

1876. 


Entered  according  to  Act  of  Congress,  in  the  year  1875,  by 

CHARLES  A.  HOXSIE, 
In  the  Office  of  the  Librarian  of  Congress,  at  Washington. 


CONTENTS. 


Introduction         -------  5 

The  Locomotive  -  -..---9 

The  Fireman 11 

The  Engineer 17 

Advice  to  young  Engineers          ....  23 

Tramming  and  Center-marking  30 

Adjusting  Side  and  Main  Rods    -  32 

Pumps  and  Pump  Valves 38 

The  Cylinder  and  Cylinder  Packing    -        -        -  44 

Valves  and  Valve  Motion 49 

Extreme  or  Dead  Center 56 

The  Eccentric                  60 

Setting  Eccentrics 63 

Trouble    on    the    Road- — Four    Points    of    Valve 

Motion 66 

Pumping  on  the  Road 69 

Counter-balancing 72 

Expansion  and  Expansion  Braces         -  73 

Accidents  and  Temporary  Repairs  -        -        -  75 


4  CONTENTS. 

PAG*. 

Miscellaneous  Suggestions 81 

General  Remarks 90 

Special  Advice  to  Engineers  and  Firemen  96 

Index      -  99 


IHTKODTJCTION. 


This  little  work  is  designed  for  Locomotive  En- 
gineers and  Firemen.  It  is  written  with  a  view  of 
aiding,  in  a  spirit  of  earnest  sympathy,  those  desir- 
ous of  fully  understanding  and  mastering  their 
responsible  vocation.  While  there  are  not  many 
works  that  explain,  plainly  and  thoroughly,  and 
with  freedom  from  unnecessary  technicality,  the 
management  of  the  locomotive,  it  is  true  that  in  no 
other  branch  of  mechanical  industry  is  a  correct 
knowledge  of  principles  and  details  more  important. 
Indeed,  the  possession  of  such  a  knowledge  is  an 
indispensable  requisite  to  the  man  who  is  daily 
intrusted  with  the  safety  of  human  life  and  prop- 
erty. Believing,  from  a  practical  experience  of 
many  years,  that  there  is  positive  need  of  a  man- 
ual that  will  impart  to  Engineers  and  Firemen 
precise  practical  knowledge  on  the  subject  of  their 


6  INTRODUCTION. 

duties,  and  the  general  care  of  an  engine,  the  author 
has  been  induced  to  prepare  the  treatise  which  fol- 
lows. He  does  not  claim  for  his  work  a  high  de- 
gree of  literary  excellence,  but  he  has  the  vanity 
to  believe  that  in  putting  upon  paper  the  actual 
results  of  and  deductions  from  his  own  experience, 
he  has  placed  it  within  the  power  of  any  compe- 
tent and  intelligent  mechanic  to  become  entirely 
familiar  with  his  duties,  and,  in  fact,  to  make  him- 
self a  first-class  Engineer. 

The  book  is  designed  also  as  a  pocket  companion 
for  those  as  well  who  have  mastered  their  profes- 
sion, much  embarrassment  being  often  avoided  by 
the  possession  of  a  convenient  work  of  reference 
when  exact  information  is  desired.  It  is  antici- 
pated, therefore,  that  the  work  will  prove  as  valu- 
able to  the  experienced  Engineer  as  to  the  tyro  in 
the  profession.  That  it  will  have  a  tendency  to 
elevate  the  Engineer  in  his  calling  and  add  to  his 
usefulness  to  his  employer  and  the  public  is  the 
earnest  hope  of  the  writer. 

In  placing  the  result  of  his  labors  before  his 
brother  Engineers,  the  author  begs  leave  to 


INTRODUCTION.  7 

state  that  he  has  endeavored  throughout  to  con- 
form himself  strictly  to  the  matter  in  hand,  viz., 
the  succinct  explanation  of  the  use  and  operation 
of  all  the  important  parts  of  the  locomotive  engine, 
its  care,  and  the  proper  performance  of  the  duties 
devolving  upon  the  Engineer.  The  explanations 
and  instructions  will  be  given  in  the  plainest  pos- 
sible language,  devoid  of  scientific  terms,  and  con- 
densed as  much  as  is  consistent  with  entire  clear- 
ness of  statement.  The  reason  of  things  as  well 
as  the  operation  and  the  effect,  will  be  fully  ex- 
plained, and  no  idea  will  be  advanced  that  cannot 
be  entirely  substantiated.  In  short,  it  is  designed 
that  it  shall  constitute  a  comprehensive  and  com- 
mon sense  manual  of  locomotive  engineering,  and 
as  such  it  is  confidently  hoped  that  it  will  meet,  in 
an  especial  manner,  the  necessities  of  those  who 
have  not  had  an  opportunity  to  acquire  that  knowl- 
edge which  their  profession  calls  for.  The  book 
is  not  designed  for  the  instruction  of  locomotive 
builders  or  machinists,  but  solely  for  the  improve- 
ment of  Engineers  and  Eiremen,  and  therefore 
much  that  is  merely  technical  in  regard  to  the 


INTRODUCTION. 


construction  of  the  engine  is  omitted.  Should  it 
prove  a  useful  and  valued  companion  to  those 
ambitious  to  excel  in  the  line  of  honorable  effort, 
the  author's  object  will  be  fully  attained. 


POCKET    COMPANION 


ENGINEERS  AND  FIREMEN. 


THE  LOCOMOTIVE. 

A  locomotive  engine  may  be  defined  as  simply 
two  engines  connected  together  by  working  from 
one  driving  shaft,  operating  also  in  conjunction  by 
being  situated  at  right  angles  with  each  other,  in 
order  that  one  may  assist  the  other  in  passing  the  cen- 
ter points  of  the  crank.  The  fact  that  its  office  is 
the  furnishing  motive  power  for  the  transportation 
of  freight  and  passengers  from  one  part  of  the  coun- 
try to  another,  indicates  that  the  greatest  care  is 
demanded  in  its  operation.  The  principles  of  its 
construction  and  the  relation  of  the  parts  one  to 
another  should  be  fully  understood  by  those  who 
would  essay  its  management.  In  proceeding  to  ex- 


TO  POCKET   COMPANION. 

plain  those  principles  and  relations,  we  find  that 
there  must  be  a  starting  point  in  entering  upon 
the  work  of  progression  from  the  apprentice  :o 
the  thorough  Engineer.  This  starting  point  will 
be  the  Fireman's  post  on  the  foot-board,  as  no  per- 
son can  be  a  competent  Engineer  until  he  has 
learned,  in  that  capacity,  to  properly  take  care  of 
an  engine.  Consequently  it  is  with  the  duties  of 
the  Fireman  that  we  have  first  to  do,  and  it  is  in 
their  faithful  and  intelligent  performance  that 
those  habits  of  neatness  and  system  are  learned, 
which  are  essential  to  the  efficiency  of  the 
Engineer. 


THE   FIREMAN".  11 


THE  FIREMAN. 

It  devolves  upon  the  Fireman,  previous  to  start- 
ing upon  a  trip,  to  place  the  engine  in  complete 
readiness  for  service,  clean  every  thing  thoroughly, 
and  kindle  the  fire  properly  and  expeditiously. 
His  first  duty,  however,  before  starting  the  fire,  is 
to  see  that  there  is  water  in  the  boiler,  and  it  is  of 
paramount  importance  that  this  duty  should  not 
be  neglected.  The  match  should  not  be  applied 
until  there  is  at  least  one  gauge  of  water  in  the 
boiler.  Two  gauges  are  better  than  one,  but 
one  will  be  safe. 

The  neglect  of  this  duty  will  inevitably  result 
in  the  destruction  of  the  crown  sheet  and  flues, 
occasioning  serious  pecuniary  damage  as  well  as 
injury  to  the  reputation  of  the  heedless  Fireman. 
Hence  the  first  thing  to  be  done  is  to  try  the  gauges, 
and  they  being  right,  to  start  a  very  slow  fire  until 
the  flues  and  smoke  stack  get  warm  and  expansion 
begins  by  degrees.  The  warmth  will  increase  the 
draft,  and  the  smoke  will  thus  pass  off  with  ease. 


12  POCKET   COMPANION. 

If  an  excess  of  oily  waste  be  used,  or  the  fire-box  be 
filled  with  wood  before  the  fire  is  properly  started, 
the  cold  flues  will  not  carry  off  all  the  smoke,  which 
will  naturally  escape  around  the  door  with  un- 
pleasant results,  besides  choking  the  fire. 

The  tank  should  be  filled  with  water  as  soon 
as  a  fire  is  started,  provided  the  facilities  are  at 
hand.  If  otherwise,  it  should  be  the  invariable 
rule  to  procure  water  and  fuel  the  first  thing  after 
leaving  the  house.  This  duty  performed,  the  Fire- 
man should  see  that  sufficient  oil  and  waste  is  on 
the  engine  for  the  trip.  The  interior  of  the  cab 
should  be  thoroughly  cleaned,  and  if  it  be  a  night 
trip  the  lamps  should  be  made  ready.  The  cab  is 
the  home  of  the  Engineer  and  Fireman  during  a 
large  portion  of  their  time,  and  thorough  cleanli- 
ness should  be  the  rule  with  every  portion  of  it. 

In  oiling  the  engine  care  should  be  taken  not  to 
waste  the  oil.  A  little  should  be  placed  on  the 
tops  of  the  wedges  to  prevent  them  from  sticking, 
and  a  squirt-can  should  always  be  used  to  oil  the 
small  work.  In  performing  this  dutyjbhere  should 
be  a  sharp  watch  for  loose  or  absent  nuts 'or 


THE    FIREMAN.  13 

stopped  up  oil-holes,  all  of  which  should  be 
promptly  reported  to  the  Engineer.  Diligence  in 
these  matters,  as  well  as  in  being  about  the  engine 
in  ample  time  previous  to  a  trip,  will  indicate  the 
interest  felt  by  the  Fireman  in  his  work.  Habits 
of  neatness,  order  and  punctuality  should  be  sys- 
tematically adhered  to. 

The  engine  being  in  readiness  for  the  start,  the 
condensed  water  should  be  allowed  to  escape  from 
the  cylinders  by  opening  the  cylinder  cock,  and 
when  the  engine  is  moved,  it  should  be  very  slowly, 
until  all  the  condensed  water  is  freed.  If  this  is 
not  attended  to,  the  packing  will  be  forced  down, 
and  made  to  blow,  and  the  water  will  come  out  of 
the  stack  and  smear  the  engine.  In  running  over 
the  road  the  Fireman  should  at  all  times  be  watch- 
ful, not  only  in  keeping  up  the  fire,  but  in  attending 
to  the  Engineer's  instructions.  Firing  should  not 
be  done  while  going  through  or  into  stations,  or 
crossing  bridges,  or  turning  short  curves,  as  a  good 
look-out  is  especially  essential  at  these  points,  and 
this  cannot  be  maintained  if  the  attention  is  occu- 
pied with  firing.  In  the  night,  particularly,  the 


14  POCKET   COMPANION. 

light  from  the  furnace  will  greatly  interfere  with 
the  sight  of  the  Engineer,  while  if  any  thing  should 
happen  the  Fireman  would  be  in  no  condition  to 
care  for  himself. 

On  arrival  at  the  terminus,  the  Engineer  usually 
leaves  the  engine  in  charge  of  the  Fireman,  who 
should  be  careful  in  putting  it  away  that  every 
thing  is  right  after  it  is  placed  on  the  wheel.  In 
running  into  the  house  the  engine  should  be  so 
placed  that  the  smoke-stack  will  stand  exactly 
under  the  smoke  openings,  then  he  should  shut 
the  throttle  off  entirely,  set  up  the  thumb- 
screw, if  any,  put  on  the  tender  brake  with  suf- 
ficient force  to  hold  the  wheels  in  case  of  an 
elevation  in  the  track,  open  the  cylinder  cocks 
and  leave  them  open,  place  the  reverse  lever 
in  the  center  notch  of  the  quadrant,  see  that 
the  scales  are  properly  adjusted,  if  necessary,  to 
prevent  an  excess  of  steam  when  the  engine  is 
fired  up  again,  and  shut  the  dampers  and  furnace 
doors,  and  also  the  slide  if  there  is  one.  After 
satisfying  himself  that  the  fire  is  all  right,  if  any 
is  left,  the  Fireman  should  then  open  all  the  gauge- 


THE   FIREMAN.  15 

cocks,  one  at  a  time,  for  the  purpose  of  freeing 
them  of  sediment.  If  no  water  is  seen  when  the 
steam  is  all  off,  the  throttle  should  he  opened  to 
destroy  whatever  vacuum  there  may  be,  when  the 
water  will  show  itself  if  there  be  any.  All  the 
oily  waste  should  be  picked  up  and  put  away,  and 
the  tools  put  in  their  proper  places.  There  should 
be  a  place  for  every  thing,  and  every  thing  in  its 
place,  so  that  when  the  Fireman  leaves  the 
engine  he  can  feel  assured  that  all  will  be  right 
when  he  returns.  Kailroad  companies  sometimes 
employ  men  for  the  purpose  of  caring  for  engines 
brought  in  from  the  road.  They  are  usually 
termed  hostlers,  and  are  generally  selected  from 
Firemen  of  known  reliability.  The  attainment  of 
the  position  is  regarded  as  an  advanced  step  in  the 
line  of  promotion.  Those  Firemen,  therefore,  who 
hope  for  advancement,  should  not  only  make 
themselves  thoroughly  familiar  with  their  duties, 
but  aim  to  establish  a  reputation  for  integrity  and 
attention,  losing  no  opportunity  to  fit  themselves 
for  a  higher  rank  in  their  avocation.  It  is  not 
necessary  that  they  should  restrict  themselves 


16  POCKET   COMPANION. 

to  the  precise  duties  required  by  the  company, 
though  these  should  at  all  times  be  faithfully  per- 
formed, but  much  will  be  learned  by  assisting  the 
Engineer,  and  cultivating  an  enquiring  turn  of 
mind.  The  information  thus  gained  will  amply 
compensate  for  the  time  and  labor  involved  in 
obtaining  it,  and  the  certain  result  of  diligence 
and  application,  in  this  respect,  will  be  that  they 
will  ultimately  become  capable  of  assuming  an 
Engineer's  responsibilities.  They  should  bear  in 
mind  that  at  no  time  is  the  preliminary  knowledge 
of  the  Engineer  so  well  obtained  as  while  he  fills 
the  subordinate  position  of  Fireman,  and  it  is  cer- 
tain that  promotion  will  find  the  man  who  does 
not  possess  that  knowledge  in  a  position  of  very 
great  embarrassment.  Asking  questions  will  not 
be  very  pleasant,  and  many  young  Engineers 
would,  perhaps,  rather  remain  in  ignorance  than 
expose  their  shortcomings. 


THE   ENGINEER.  17 


THE  ENGINEER. 

Supposing  the  reader  to  be  thoroughly  familiar 
with  the  Fireman's  duties,  and  promoted  to  the 
more  responsible  post  of  Engineer,  we  will  now 
have  something  to  say  as  to  his  duties  in  the  new 
capacity. 

The  first,  and  most  indispensable  requisite,  to 
the  man  who  assumes  the  Engineer's  responsi- 
bilities, is  a  good  and  valuable  time-piece. 
Not  until  he  has  that  article  in  his  pocket  is  he 
ready  to  go  upon  his  engine.  When  he  has  taken 
his  place  he  should  satisfy  himself  through  the 
Fireman  that  the  tank  is  full  of  water,  that  he  has 
sufficient  fuel  to  make  the  trip,  and  that  there  is  a 
full  complement  of  tools  on  board.  These  should 
include  a  hammer,  screw  wrench,  other  wrenches 
for  packing,  chisels,  two  large  jacks,  jack  levers, 
two  chains,  pinch  bar,  an  axe  and  a  saw.  With 
these  in  their  proper  places,  and  with  steam  up,  he 
is  ready  to  proceed  to  the  depot  or  freight  yard  for 
his  train.  On  arriving  there  the  standard  time 

a 


18  POCKET   COMPANION. 

should  be  obtained,  and  a  time  card  procured, 
the  instructions  upon  which  should  be  well 
studied.  He  is  then  ready  to  make  up  his  train,  if 
he  has  that  work  to  do.  In  performing  this 
task  great  carefulness  should  be  exercised,  that  no 
accidents  or  casualties  occur.  The  start  should  be 
made  with  care,  avoiding  as  much  as  possible  sud- 
den jerks  to  the  train,  keeping  meantime  a  good 
lookout  to  the  rear  in  order  to  be  certain  that  the 
entire  train  follows  the  engine.  The  run  over  the 
road  should  be  made  with  steadiness  and  cir- 
cumspection, in  all  cases  adopting  a  reduced  rate 
of  speed  in  approaching  and  passing  stations  and 
meeting  places,  watching  the  train  closely  in  turn- 
ing curves,  and  in  general  observing  the  require- 
ments laid  down  in  the  company's  code  of  regu- 
lations, as  far  as  it  is  possible  to  do.  In  running 
under  telegraphic  instructions,  Engineers  should 
never  leave  a  station  until  the  order  is  thoroughly 
understood. 

In  this  connection  there  are  several  points  which 
should  be  treated  of  more  fully,  and  it  is  necessary 
to  go  back  once  more  to  the  starting  point.  It  is 


THE   ENGINEER.  19 

of  the  first  importance,  especially  in  coal  burning 
locomotives,  that  enough  water  should  be  in  the 
bailer  to  allow  of  leaving  the  pump  off  until  the 
fire  gets  well  started,  and  the  steam  gets  up  to  the 
standard  point.  If  this  be  not  attended  to,  and 
the  water  is  low,  perhaps  down  to  one  gauge,  and 
the  fire  still  burns  slowly,  the  steam  will  run 
down  quickly,  even  though  it  be  up  to  the  stand- 
ard when  the  start  is  made,  considerable  time 
elapses  before  a  full  fire  is  obtained,  and  before 
the  steam  is  again  up,  the  pump  must  be  brought 
into  requisition  to  keep  the  water  up,  which  again 
reduces  the  steam,  and  if  the  Engineer  is  not 
"  stalled  "  he  will  certainly  lose  a  great  deal  of  val- 
uable time.  A  little  due  preparation  at  the  right 
time  will  therefore  obviate  considerable  trouble. 
With  three  gauges  of  water,  or  thereabouts,  the 
Engineer  is  enabled  to  shut  off  the  pumps  and 
give  the  fire  a  chance  to  burn,  while  steam  is  made 
all  right  with  plenty  of  water  in  the  boiler.  The 
pumps  may  then  be  set  to  the  regular  feed,  and 
there  is  no  trouble.  Every  thing  will  go  well, 
when  matters  are  managed  as  they  should  be. 


20  POCKET   COMPANION. 

After  the  start  is  made  the  engine  should  be 
worked  expansively  by  pulling  back  the  reverse- 
lever,  and  working  in  that  way  to  the  full  extent 
compatible  with  making  the  running  time.  By 
doing  this  less  fuel  and  water  will  be  used  and 
will  make  better  steam  with  less  labor  to  the  en- 
gine in  running  to  time. 

The  Engineer  should  at  all  times  keep  his  mind 
upon  his  business,  particularly  as  regards  his  meet- 
ing point,  in  case  he  is  running  on  a  single  track 
road,  and  should  remember  Artemas  "Ward's  tru- 
ism that  "  one  train  trying  to  pass  another  on  a 
single  track  always  results  in  failure."  He  should 
allow  himself  ample  time  to  reach  the  meeting 
point,  taking  into  consideration  the  condition  of  the 
engine,  the  character  of  the  train,  the  grade  of  the 
road,  the  condition  of  the  rail,  etc.,  and  in  case  of 
doubt,  it  is  always  well  to  take  the  safe  side.  No 
long  runs  for  water  should  be  made,  as  there  is 
never  any  reasonable  excuse  for  being  caught  with- 
out water,  when  suitable  provision  has  been  made 
for  a  supply  at  convenient  distances.  Should  it 
become  necessary  from  any  cause  to  let  the  fire  go 


THE   ENGINEER.  21 

out  in  freezing  weather,  the  pumps  and  feed  pipes 
must  be  carefully  attended  to  by  taking  off  the 
hose  and  breaking  joints  to  the  pumps  to  let  out 
the  water,  taking  care  also  to  raise  the  top  air 
chamber,  and  place  a  piece  of  wood  in  the 
joint  to  keep  it  open  to  prevent  the  freezing  of  any 
leakage  from  the  check-valve. 

Whenever  the  Engineer  is  in  trouble  he  should 
in  all  cases  avoid  blocking  the  road  if  possible. 

On  the  completion  of  the  trip  the  Engineer 
should  calculate  to  have  plenty  of  water  in  the 
boiler  by  the  time  he  is  ready  to  put  the  engine 
away,  avoiding  excessive  pumping  after  leaving  the 
train.  Before  leaving  the  engine  he  should  look  it 
over  and  see  that  every  thing  is  all  right  for  the 
next  trip.  The  brake  should  be  let  off,  and  the 
tender  wheels  sounded  with  the  hammer,  the 
springs  and  truck  of  the  engine  and  tender 
should  be  examined  for  loose  or  absent  nuts 
and  bolts,  and  it  should  plainly  appear  from 
actual  observation  that  every  thing  about  the  loco- 
motive is  in  its  proper  place  and  condition.  A 
close  watch  ought  to  be  kept  upon  the  flanges  of 


22  POCKET   COMPANION. 

the  wheels  that  they  do  not  get  worn  too  sharp  and 
become  dangerous  in  passing  frogs.  When  they 
become  worn  they  should  be  promptly  reported  and 
taken  out  without  delay.  The  flanges  on  the  driv- 
ing-wheels should  also  be  watched.  When  the  en- 
gine gets  out  of  tram  the  tires  will  shoulder  up  and 
become  sharp.  To  avoid  that  the  Engineer  must 
tram  the  driving-wheels.  If  no  report  is  made  of 
defects  it  will  be  supposed  that  the  engine  is  all 
rightj  and  should  the  master  mechanic  want  an 
engine  in  the  night,  and  taking  one  under  that 
supposition  find  it  in  need  of  repairs,  it  would  not 
be  creditable  to  the  Engineer  having  charge  of  it 
It  therefore  behooves  Engineers  to  be  alert  and 
watchful  in  this  respect,  if  they  would  deserve  and 
receive  the  credit  due  to  careful  performance  of 
duty. 

The  Engineer's  position  is  thus  one  of  continued 
and  onerous  responsibility,  and  it  is  not  possible 
for  him  to  become  too  thoroughly  familiarized 
with  details.  A  reputation  for  efficiency  is  not 
obtained  without  persevering  effort. 


ADVICE  TO    YOUNG    ENGINEERS.  23 


ADVICE  TO  70UNQ  ENGINEERS. 

A  word  of  advice  to  the  young  Engineer  just 
entering  upon  his  duties  cannot  be  amiss,  as  often- 
times a  good  reputation  is  won  or  lost  at  the  very 
start.  The  Fireman  who  is  steady,  minds  his  own 
business,  aims  to  promote  his  own  as  well  as  his 
employer's  interest  by  faithfulness  to  duty,  and  acts 
the  part  of  a  man  in  all  his  dealings  with  his  fel- 
low men,  is  worthy  of  promotion.  If  he  fails  in 
any  of  these  points  he  is  not  worthy.  When  he  is 
promoted,  he  must  keep  his  feelings  in  reference  to 
his  elevation  within  the  bounds  of  good  judgment, 
and  never  allow  himself  to  become  overbearing  or 
too  independent.  His  mind  should  be  concentrated 
upon  his  profession,  and  he  should  understand  and 
appreciate  the  fact  that  he  has  a  responsible  part 
to  perform,  and  determine  to  perform  it  like  a  man. 
He  may  be  obliged  to  work  many  hours  when  other 
Engineers  are  apparently  at  leisure,  but  he  should 
do  it  cheerfully,  performing  every  duty  conscienti- 
ously, and  learn  to  care  for  his  engine  with  pains- 


24  POCKET   COMPANION. 

taking  solicitude.  It  is  not  well  to  attempt  to  run 
faster  than  any  body  else.  It  is  sufficient  to  make 
reasonable  time.  With  a  watchful  eye  to  busi- 
ness, the  Engineer  should  be  kind  to  every  body, 
and  use  respectful  language  at  all  times.  He 
should  never  allow  himself  to  get  into  a  passion. 
or  by  cursing  and  abuse  provoke  the  ill-will  of 
those  brought  in  contact  with  him,  but  he 
should  so  conduct  himself  as  to  secure  the  re- 
spect and  regard  of  all,  and  thus  render  his 
daily  duties  pleasant,  establishing  meanwhile  a 
lasting  and  honorable  reputation. 

When  a  young  Engineer  is  placed  on  a  strange 
engine,  or  one  that  is  old,  loose  and  about  used  up, 
he  should  never  key  up  the  rods  until  he  has  run 
one  or  two  trips,  and  ascertained  about  where  the 
lost  motion  is.  The  wedges  should  be  set  up 
all  around,  but  not  tight  enough  to  stick.  Then 
place  the  engine  on  the  center  forward  and  back, 
and  key  up  the  rods,  leaving  them  loose  enough  to 
prevent  them  from  running  hot.  Look  to  the 
lubricators,  or  fenders  on  the  rods,  and  see  that 
they  have  wicks  in  them,  and  are  all  right,  and 


ADVICE  TO   YOUNG   ENGINEERS.  25 

feed  freely.  In  reference  to  setting  the  wedges  and 
keying  the  rods,  it  is  better  to  adjust  them  twice 
over  than  have  the  wedges  stick  or  the  pins  cut. 
There  is  a  great  difference  in  engines  in  this 
respect,  and,  if  the  work  is  done  by  degrees,  it  will 
cost  less  trouble  in  the  end.  When  the  rods  are 
keyed  up,  it  is  well  for  the  Engineer  to  let  some 
one  move  the  engine  ahead  while  he  is  trying  the 
rods.  If  they  shake,  it  is  an  indication  that  they 
will  not  run  hot.  If  they  are  firm,  let  up  the  key 
until  they  can  be  shaken.  Sometimes  the  rod  will 
be  loose  at  one  point  and  tight  at  another.  Put 
the  engine  on  the  tight  point,  and  let  up  the  key 
until  it  is  loosened.  It  is  better  to  have  all  the 
lost  motion  in  the  back  end  of  the  side  rods,  and 
not  have  both  ends  loose  and  rattling.  It  will  be 
impossible  to  get  some  engines  exactly  right,  and 
about  all  that  can  be  done,  as  to  the  working  parts, 
will  be  to  see  that  the  wedges  and  rods  work  per- 
fectly. The  Engineer  should  also  closely  inspect 
the  main  box  feeders,  see  that  the  oil  holes  are 
clear,  and  that  the  cellar  is  properly  packed.  The 
engine  and  tender  trucks  should  also  be  examined. 


26  POCKET   COMPANION. 

There  will  always  be  something  to  do  when  there 
is  a  leisure  moment.  When  the  rods  bother,  get 
them  as  near  right  as  possible,  and  try  them  when 
the  engine  is  working  hard  and  slow.  If  they  are 
loose  at  all  points,  they  cannot  be  bettered  except 
by  keeping  them  keyed  up  snug. 

By  trying  different  plans,  and  finding  where  the 
lost  motion  is,  new  ideas  will  be  learned  that  will 
ultimately  be  of  value.  If  it  be  found,  after  the 
engine  is  all  keyed  up,  that  there  is  a  pound 
somewhere,  place  it  on  the  quarter  stroke,  and 
block  the  driving  wheels.  Then,  by  using  a  little 
steam,  and  working  the  reverse  lever  backward  and 
forward,  the  Engineer  can  watch  the  side  rods 
or  main  rods,  and  the  main  box,  and  ascertain 
where  the  trouble  is.  He  must  not  be  discouraged 
if  the  engine  works  badly,  but  ask  the  advice  of 
more  experienced  Engineers,  and  keep  on  trying 
without  complaining  of  the  hard  luck.  The  lesson 
will  ultimately  be  a  good  one,  and  will  not  only 
strengthen  the  faith  of  the  tyro  in  his  own  capac- 
ity, and  give  him  substantial  encouragement,  but 
his  superiors  will  note  his  struggles,  and  think  the 


ADVICE  TO   YOUtfG  JEtf GINEERS.  2? 

better  of  him  for  his  efforts  to  master  his  difficul- 
ties. It  may  be  up-hill  work  at  first,  but  it  must 
be  remembered  that  no  honors  are  won  in  any  pro- 
fession without  hard  work. 

The  engine  should  always  be  moved  around  yards 
and  stations  with  the  utmost  care  and  watchful- 
ness. A  good  lookout  should  be  kept  at  branches, 
and  when  leaving  stations.  It  will  be  time  enough 
to  get  satisfaction  out  of  the  engine  when  there  is 
plain  sailing  ahead.  The  open  road  is  a  better 
place  to  show  ignorance  than  the  yard  or  station, 
and  nothing  will  be  more  hurtful  to  the  reputation 
of  the  beginner  on  the  foot-board  than  leaving 
stations  at  a  reckless  rate  of  speed. 

Young  beginners  are  usually  placed  on  freight 
trains  at  first,  and  it  may  be  that  the  first  runs 
will  be  made  in  the  night,  but  whether  it  be  in  the 
day  or  night-time,  a  close  watch  must  be  kept  on. 
the  train  that  no  breaks  occur.  The  Engineer  or 
his  Fireman  should  look  back  at  every  curve,  and 
when  the  start  is  made  he  should  be  certain  that 
the  entire  train  follows.  It  does  not  look  well  to 
see  an  Engineer  running  fifteen  or  twenty  miles 


28  POCKET   COMPANION. 

with  but  half  of  his  train.    It  is  not  safe  to  depend 
upon  the  bell-cord. 

On  most  roads  it  is  the  practice  to  employ  men 
for  the  purpose  of  packing  tracks.  This  is  all 
well  enough,  but  it  is  nevertheless  the  Engineer's 
duty  to  inspect  the  engine  and  tender  journals, 
main  boxes,  etc.  Serious  trouble  has  often  been 
occasioned  by  running  trains  with  blazing  jour- 
-  nals,  running  them  sometimes  until  they  break  off. 
It  is  a  safe  practice  never  to  run  by  a  station  with 
a  hot  journal  without  remedying  it. 

It  is  generally  the  case  when  a  Fireman  is  pro- 
moted, that  his  first  essay  is  upon  a  poor  or  worn 
out  engine,  sometimes  the  worst  the  company  has, 
and  the  young  Engineer  is  given  to  understand 
that  he  is  expected  to  do  good  work  with  it.  Often 
the  engine  dispatcher  will  inform  him  that  it  will 
do  good  work  when  there  is  really  considerable 
opportunity  for  doubt  upon  the  subject.  This 
unquestionably  places  the  young  Engineer  in  an 
embarrassing  position,  and  it  is  very  sure  to  show  of 
what  sort  of  stuff  he  is  made.  Indeed,  it  is  usually 
the  case  that  he  is  assigned  to  the  poor  engine  with 


ADVICE   TO   YOUNG   ENGINEERS.  29 

that  very  object,  and  if  he  succeeds  in  doing  good 
work  with  it,  it  constitutes  positive  evidence  that 
he  is  able  to  run  a  good  engine.  The  man  who  is 
placed  in  such  a  position  should  not  therefore  be 
discouraged.  He  must  make  up  his  mind  to  do 
his  best,  and  the  victory  will  be  worth  the  win- 
ning. 


30  POCKET   COMPANION. 


TRAMMING  AND  CENTER-MARKING. 

What  is  technically  termed  "  tramming  "  consists 
in  so  adjusting  the  driving  wheels  that  they  shall 
stand  square  with  the  frame  of  the  engine.  It  is 
generally  done  when  repairs  are  being  made  in  the 
shop,  but  it  is  important  that  every  Engineer 
should  be  familiar  with  the  most  expeditious  mode 
of  doing  it.  When  the  driving  wheels  are  taken 
from  under  the  engine,  the  distances  are  equalized 
both  ways  from  the  face  of  the  blind  wedge  of  the 
forward  main  box  to  the  male  casting  which  is 
fastened  to  the  smoke  box,  between  the  cylinders, 
and  in  the  center  of  the  boiler.  After  the  blind 
wedges  to  the  forward  driving  boxes  are  trammed, 
all  the  driving  boxes  being  ready,  they  are  placed 
in  the  pedestal  or  jaws  of  the  main  boxes,  and  the 
center  of  the  boxes  being  obtained,  the  back  wedges 
may  be  adjusted  by  tramming  from  the  center  of 
the  forward  driving  box  to  the  center  of  the  back 
driving  box,  thus  equalizing  the  distance  of  both 
main  centers  on  both  sides  of  the  engine. 


TRAMMING   AND   CENTER-MARKING.  31 

Much  trouble  is  often  avoided  by  having  an 
engine  properly  center-marked.  This  is  done  as 
follows :  After  the  blind  wedges  to  the  forward 
boxes  have  been  trammed  and  put  in  place,  then 
tram  from  the  face  of  the  blind  wedge  of  the  for- 
ward driving  box  to  the  outside  of  the  pedestal  or 
jaw  to  which  the  blind  wedge  is  fastened.  Tram 
as  far  back  from  the  face  of  the  wedge  as  possible, 
and  make  a  prick  punch  mark  on  the  pedestal, 
using  the  same  tram  for  both  sides  of  the  engine, 
taking  care  that  the  distances  from  the  face  of  the 
wedges  to  the  marks  on  the  jaws  are  alike  on  both 
sides.  Tram  from  the  middle  of  the  jaws.  When 
engines  get  out  of  tram,  as  they  do  frequently,  the 
center  marks  may  be  used  to  adjust  the  machine 
without  raising  it  off  the  driving  wheels.  The 
forward  driving  wheels  should  be  trammed  first 
from  the  center  marks  and  then  made  to  serve  as 
a  guide  for  the  rear  drivers.  Particular  attention 
to  this  matter  is  essential  to  secure  the  easy  work- 
ing of  the  locomotive  and  the  avoidance  of  hot 
crank-pins  and  similar  drawbacks. 


32  POCKET   COMPANION. 


ADJUSTING  SIDE  AND  MAIN  RODS. 

The  proper  adjustment  of  the  side  rods  is  a 
somewhat  difficult  task,  and  requires  the  exercise 
of  considerable  patience  on  the  part  of  the  Engineer 
who  is  careful  to  get  them  exactly  right.  It  should 
always  be  done  while  the  boiler  is  under  a  pressure 
of  steam.  Sometimes  it  will  be  necessary  to  put 
them  up  and  take  them  down  several  times 
before  they  are  satisfactorily  adjusted.  Before 
placing  them  in  position,  the  main  centers  should 
be  trammed  from  the  center  marks.  After  setting 
up  .the  wedges  snug,  a  few  trips  should  be  run  in 
order  to  ascertain  whether  or  not  they  are  so  tight 
as  to  require  letting  down,  which  should  be  avoided 
if  possible  after  the  rods  are  adjusted.  The  wedges 
being  right,  the  side  rods  should  be  taken  down  and 
the  pins  examined  to  see  whether  they  do  not  re- 
quire re-turning.  The  side  rod  brasses  should 
then  be  reduced  to  the  pins,  the  brasses  when  keyed 
up  being  left  brass  and  brass.  The  straps  should 
then  be  adjusted  with  the  brasses  in  their  places, 


ADJUSTING   SIDE   AND   MAIN   EODS.  33 

the  latter  keyed  up  tight,  and  then  the  exact  cen- 
ter of  each  brass  on  both  ends  of  the  side  rods 
should  be  obtained.  The  side  rods  being  thus 
ready  for  tramming,  the  main  centers  should  be 
trammed  alike  on  both  sides,  equi-distant  from  cen- 
ter to  center,  and  the  same  tram  may  be  used  on 
the  pin  centers,  and  should  they  not  be  exactly 
right,  as  is  often  the  case,  the  rear  driving  wheels 
should  be  slipped  until  they  come  right.  The 
main  centers  and  the  pin  centers  being  alike,  the 
side  rods  may  then  be  trammed  with  the  same 
tram,  applying  it  from  center  to  center  of  the 
brasses,  putting  in  or  taking  out  "  liners  "  to  bring 
them  exact.  The  key  should  then  be  driven  down 
hard  and  marked  next  the  strap  with  a  scribe  or 
knife.  When  this  is  accomplished  on  both  sides 
and  the  distances  between  main  centers,  pin  centers 
and  brass  centers  are  exactly  the  same,  the  side 
rods  may  be  put  up,  driving  the  key  to  the  mark 
made  while  tramming,  and  the  work  is  then  prop- 
erly done. 

Frequently  a  side  rod  will  get  too  short  or  too 
long  owing  to  unequal  wearing  or  keying  of  the 


34  POCKET   COMPANION. 

brasses.  It  is  then  essential  that  the  rod  should 
be  adjusted  to  the  proper  length,  and  before  it  is 
taken  down  the  end  which  remains  in  position 
should  be  keyed  up.  In  adjusting  the  right  hand 
rod,  the  cross-head  should  be  placed  on  the  extreme 
forward  center,  when  a  screw-jack  may  be  placed 
for  convenience  sake  under  the  strap  end  of  the 
rod  and  the  strap  slipped  back  so  that  the  liners 
back  of  the  brasses  may  be  reached,  when  they 
may  be  lessened  or  increased  as  required.  There 
should  be  as  many  liners  back  of  the  inside  brass 
as  it  will  take  without  wedging  the  pins  apart, 
while  as  many  should  be  placed  behind  the  strap 
brass  as  will  permit  the  bolts  and  key  to  occupy 
their  proper  position  through  the  strap  and  rod. 
The  rod  should  then  be  keyed  up  as  tight  as  pos- 
sible, shaking  it  with  one  hand.  In  the  case  of  an 
old  engine,  or  one  that  has  been  out  of  the  shop 
from  twenty  to  thirty-six  months,  it  is  important 
that  the  cross-head  should  be  placed  on  the  ex- 
treme forward  center  on  the  side  of  the  engine 
from  whence  the  rod  is  removed.  In  such  an  engine, 
the  pins  are  likely  to  be  worn  out  of  round  where 


ADJUSTING   SIDE   AND   MAIN   EODS.  35 

the  friction  is  greatest,  and  that  point  is  from  the  for- 
ward side  of  the  main  pin  to  the  following  quarter. 
When  a  rod  is  keyed  up  it  should  always  be  keyed 
on  the  largest  part  of  the  pin,  so  that  when  the 
engine  is  moving  the  brasses  will  not  bind  upon 
the  pin,  and  the  rod  will  then  run  cool  and  give  no 
trouble. 

A  word  or  two  is  also  proper  in  reference  to  ad- 
justing the  main  rods.  In  all  cylinders  there  is,  or 
should  be,  a  clearance  of  from  one-quarter  to  three- 
eighths  of  an  inch,  to  prevent  the  piston  from 
striking  the  cylinder-heads  as  the  rod  varies  in 
length  by  reason  of  wear  or  from  unequal  lining 
and  keying  of  the  brasses.  The  clearance  should 
be  equally  divided  in  both  ends  of  the  cylinder  in 
the  following  manner :  First,  key  up  the  main  rod, 
that  all  lost  motion  may  be  taken  up,  then  ascer- 
tain the  extreme  travel  of  the  piston  at  both  ends 
of  the  stroke  by  placing  the  cross-head  on  the 
extreme  center  forward  and  back,  making  a  mark 
across  the  guides  and  cross-head.  These  marks 
will  be  the  traveling  points  of  the  piston.  The 
striking  points  of  the  piston  should  then  be 


36  POCKET   COMPANION. 

obtained  by  disconnecting  the  main  rod,  prying 
the  cross-head  back  until  the  piston  strikes  the 
cylinder-head  and  making  a  mark  from  the 
mark  first  made  on  the  cross-head  across  the 
guides,  which  will  be  the  striking  point  at  the 
back  end  of  the  cylinder.  Then  pry  the  cross-head 
forward  until  the  piston  strikes  the  forward 
cylinder-head,  and  a  mark  as  before  will  constitute 
the  striking  point  at  the  forward  end.  The  differ- 
ence between  the  traveling  point  and  the  striking 
point,  will  be  the  clearance  of  the  piston  in  the 
cylinder,  and  it  should  be  divided  equally  in  both 
ends  by  taking  out  or  inserting  liners.  The  use 
of  a  jack  under  the  rods  when  putting  on  the  strap 
renders  its  adjustment  to  the  proper  length  much 
easier.  A  rod  may  be  shortened  by  taking  out 
liners  between  the  rod  and  the  brasses  and  put- 
ting them  in  the  strap  behind  the  brasses,  and 
lengthened  by  reducing  in  the  strap  and  putting 
them  forward  of  the  brasses  next  to  the  rod.  Put- 
ting them  between  the  brasses  and  the  rod  has  the 
effect  only  to  raise  the  key.  And  when  the  brasses 
are  filed,  as  is  often  the  case,  it  is  only  necessary  to 


ADJUSTING   SIDE  AND   MAIN   BODS.  3? 

insert  a  thin  liner  to  keep  the  key  raised  to  its 
proper  place.  In  reducing  brasses  the  usual  rule 
is  to  put  the  same  or  sufficient  thickness  in  liners 
back  of  the  brasses  as  is  taken  from  the  brasses,  to 
keep  the  rod  the  same  length,  and  also  keep  the  key 
raised  to  the  proper  height.  Special  care  should  be 
taken,  as  the  Engineer  will  generally  find  it  neces- 
sary to  use  his  judgment  as  to  the  thickness  of  the 
liners.  The  edges  of  the  brasses  should  always  be 
rounded  off  well,  no  matter  how  accurately  they  may 
be  fitted  to  the  pin,  otherwise  they  are  liable  to  run 
hot.  For  example,  where  brasses  on  two  different 
rods  are  reduced,  one  set  being  rounded  and  the 
other  left  square,  it  will  be  found  that  the  former 
will  run  the  longest  and  with  much  less  liability  to 
heat.  Bounding  the  brasses  is  especially  advantage- 
ous on  engine  and  tender  trucks.  The  attention  of 
Engineers  is  called  to  this  more  particularly,  be- 
cause of  the  fact  that  most  men,  in  reducing  brasses, 
do  little  more  than  take  off  the  sharp  edge.  They 
should  be  rounded  at  least  one-eighth  of  an  inch 
on  the  edge,  and  three-eighths  back  from  the  edge. 


38  POCKET   COMPANION. 


PUMPS  AND  PUMP   VALVES. 

All  Engineers  will  agree  that  every  engine 
should  be  provided  with  reliable  pumps,  capable  of 
being  worked  either  at  a  high  or  low  rate  of  speed. 
It  often  happens  that  a  freight  Engineer  is 
called  upon  to  draw  a  passenger  train  over  the 
road  with  an  engine  that  has  been  accustomed  to 
low  speed.  Inevitably  he  will  lose  time,  and,  when 
an  explanation  is  required,  complaint  will  be  made 
that  the  engine  did  not  make  steam  fast  enough, 
and  the  pump  did  not  work.  In  almost  every  case, 
the  pump  is  the  sole  cause  of  the  lost  time  and 
the  lack  of  sufficient  steam,  for  the  engine  cannot 
make  steam  steadily  unless  the  pump  works  freely 
and  uniformly.  Sometimes,  also,  the  engine  will 
fail  to  make  steam  for  a  short  distance.  In  such  a 
case,  if  the  pump  be  reliable,  it  may  be  shut  off,  so 
that  the  steam  can  be  kept  up  to  the  standard, 
enabling  the  Engineer  to  make  his  running  time 
with  little  trouble.  A  good  pump,  in  short,  ren- 
ders an  Engineer's  duty  pleasant  under  nearly  all 


PUMPS   AND   PUMP  VALYES.  39 

circumstances ;  while  a  poor  one  is  continually 
getting  him  into  trouble,  damaging  his  engine  and 
his  reputation. 

The  locomotive  pump  has  three  valves,  two  to 
force  water  into  the  boiler,  and  one  called  the 
check  valve,  to  take  the  pressure  off  the  branch 
or  injector  pipe,  and  render  the  pump  less  liable  to 
get  out  of  order.  The  capacity  of  the  pump  is 
governed  to  a  great  extent  by  the  lift  of  the  valve, 
which  should  be  so  arranged  that  the  lower  or 
bottom  valve  will  receive  no  more  water  than  the 
middle  and  check  valves  will  receive  without 
causing  too  great  pressure  on  the  pump  between 
1:he  valves.  When  a  pump  is  overhauled,  the  lower 
valve  should  be  set  with  a  lift  of  one-eighth  of  an 
inch,  the  middle  valve  with  three-sixteenths  of 
an  inch,  and  the  check  valve  five-sixteenths  of 
an  inch.  These  proportions  will  render  the  pump 
reliable  for  any  work  required  of  the  engine,  except 
for  very  slow  running  on  a  grade,  when  the  left- 
hand  pump  should  have  a  lower  valve,  with  a  quar- 
ter of  an  inch  lift,  and  the  others  respectively  a 
scant  three-eighths  and  half  an  inch.  This  will 


40  POCKET   COMPAXIOX. 

giye  the  engine  a  left-hand  pump  for  a  slow  rate 
of  speed,  and  a  good  pump  to  fall  back  upon, 
should  the  right-hand  pump  become  disabled  from 
any  unforeseen  cause.  Pumps  set  in  this  way  will 
do  good  service  for  thirty  or  forty  thousand  miles, 
a  fair  year's  work  for  an  engine. 

The  pumps  should  be  packed  hard  enough  to 
prevent  leakage,  yet  not  too  hard.  Some  Engineers 
pack  the  pumps  as  hard  as  possible  with  the  object 
of  making  the  packing  last  six  or  eight  months  or 
perhaps  a  year.  This  is  wrong.  When  a  pump  is 
thus  packed,  power  is  taken  from  the  engine,  it  is 
liable  to  get  out  of  line,  the  plunger  wears  out  of 
shape,  and  creases  are  cut  in  it,  which  render  tight 
packing  thereafter  an  impossibility.  Packing  will 
occupy  four  times  as  much  time,  and  it  will  not  be 
any  better  when  done,  than  if  it  had  been  packed 
with  reasonable  tightness  and  packed  oftener. 
Whenever  a  pump  begins  to  leak  it  should  be  re- 
packed. To  insure  reliability,  pumps  should  be 
packed  three  or  four  times  a  year. 

The  Engineer  should  see  to  it  that  the  en- 
gine tank  is  kept  clean  at  all  times,  that  there 


PUMPS  AND  PUMP  VALVES.         41 

are  strainers  in  his  hose,  and  that  he  has  spare 
strainers  and  washers  to  go  with  them.  When  his 
engine  is  in  the  shop,  he  should  satisfy  himself  that 
the  hole  in  the  boiler,  through  which  the  water  is 
received  from  the  pump,  or  check  hole,  is  properly 
cleaned  out.  It  often  becomes  corroded,  and  some 
times  it  is  closed  so  that  the  pumps  will  not  work. 
He  should  also  satisfy  himself,  in  overhauling  the 
pump,  that  the  valve-seat  is  above  the  opening  in 
the  cage.  Occasionally  it  gets  worn  below,  in 
which  case  the  valve  shows  the  proper  lift  by  meas- 
ure, but  does  not  get  the  opening  indicated  by  the 
measure,  and  hence  will  not  work.  In  some  pumps 
a  strainer  is  connected  to  the  lower  part  of  the 
lower  valve-seat,  in  the  lower  chamber.  The  bot- 
tom of  this  strainer  is  perforated  about  one-third 
of  the  length,  and  is,  or  should  be,  air-tight  above 
the  perforations.  If  it  is  not  air-tight,  the  pump 
will  fail  to  work  either  partially  or  entirely.  The 
bolts  holding  the  pump  to  the  frame  should  be 
examined  for  the  detection  of  loosened  nuts. 
When  a  pump  is  first  put  in  an  engine  it  is 
lined  up  by  the  guides,  and  often  liners  are  used, 


4:2  POCKET  COMPANION. 

which  should  be  closely  watched.  The  rings  in- 
side the  barrel  and  outside  of  the  plunger  should 
not  be  permitted  to  wear  so  that  the  packing  will 
work  through  between  the  plunger  and  the  rings, 
as  it  will  be  likely  to  get  entangled  in  the  cages 
and  cause  trouble. 

Among  the  simple  matters  requiring  watchful- 
ness is  the  management  of  the  pet-cock.  When 
the  foot-cock  is  opened  for  working  the  pump,  the 
pet-cock  should  always  be  opened  to  let  the  air 
escape.  The  working  of  the  pump  is  then  known 
to  a  certainty,  provided  the  hole  in  the  pet-cock  be 
large  enough  to  throw  a  perfect  stream  which  can 
be  seen  at  night.  The  plugs  in  the  pet  and  foot- 
cocks  should  work  easy.  These  matters  seem  tri- 
fling, and  many  Engineers  doubtless  regard  them 
as  too  trifling  for  consideration.  Nevertheless, 
their  importance  cannot  be  denied.  If  an  Engi- 
neer, accustomed  to  his  own  engine,  is  called 
upon  at  night  to  run  one  that  is  strange  to  him,  it 
will  often  happen  that  when  he  starts  and  opens 
the  foot-cock  to  start  the  pumps,  and  desires  to 
open  the  pet-cock  to  test  them,  he  finds  that  it 


PUMPS   AND    PUMP   VALVES.  43 

will  not  open  until  loosened  by  a  blow  from  a 
wrench  or  hammer.  Then  he  is  unable  to  see  the 
light  spray  which  issues,  gets  angry,  and  finally 
orders  the  Fireman  to  put  on  the  left  hand  pump. 
Down  the  steam  will  go  before  the  right  hand 
pump  can  be  got  in  operation,  with  very  little 
water  in  the  boiler,  and  the  Engineer  is  in  serious 
trouble,  which  would  have  been  avoided  had  the 
pet-cock  been  in  proper  condition.  Every  Engi- 
neer should  look  to  these  things  with  unceasing 
vigilance.  It  is  the  sleepless  attention  to  the 
smaller  matters  that  goes  to  make  up  the  aggre- 
gate of  duty  well  performed,  and  the  neglect  of 
them  as  truly  marks  the  careless  or  incompetent. 


4:4:  POCKET  COMPANION. 


THE  CYLINDER  AND  CYLINDER  PACKING. 

The  old  fashioned  packing  rings  are  perhaps, 
all  things  considered,  the  most  reliable  cylinder 
packing  in  use,  and  the  exceptions  to  the  cases  in 
which  they  will  answer  all  purposes  are  very  few. 
Where  the  cylinder  is  round  and  smooth,  the  pack- 
ing rings  should  be  turned  in  the  cylinder,  and 
when  the  packing  is  set,  once  in  every  four  or  six 
weeks,  it  is  essential  that  the  packing  rings  should 
be  kept  clean.  When  the  steam  begins  to  "  blow 
through,"  as  it  is  termed,  or  pass  between  the  rings 
and  follower-head,  the  rings  should  be  taken  out 
and  cleaned,  and  the  defect  will  generally  be  rem- 
edied. The  blowing  may  be  detected  by  a  close 
examination  when  the  follower-head  is  off.  Should 
the  cleaning  not  be  effectual,  however,  it  will  be 
necessary  to  grind  in  the  rings,  to  do  which,  the 
piston  must  be  taken  out  of  the  cylinder,  and 
placed  in  a  clamp  or  vise.  The  bottom  rings  are 
then  to  be  ground  to  the  back  follower-head,  the 
top  ring  to  the  bottom  ring,  and  the  follower-Head 


CYLINDER   AND   CYLINDER   PACKING.          45 

to  the  top  ring.  Cylinder  packing  should  be  ground 
as  little  as  possible,  consistent  with  securing  a  good 
bearing  upon  the  follower-heads  and  rings.  In 
order  to  try  them  after  they  have  all  been  ground 
in,  the  rings  should  be  placed  on  the  follower-head, 
and  the  latter  screwed  down  hard.  Then  by  tap- 
ping the  rings  with  a  hammer  handle  it  will  be 
ascertained  whether  they  are  loose  enough  to  move 
quite  freely.  Should  they  bind  they  must  be  ground 
still  more  until  they  work  with  entire  ease.  The 
process  requires  much  care  and  patience,  but  neither 
should  be  grudged  until  they  are  right.  Care  should 
be  taken  not  to  set  the  packing  out  too  tight,  and 
the  center  of  the  piston  should  be  left  in  the  center 
of  the  cylinder.  Every  time  the  packing  is  set  out 
the  rings  should  be  examined  for  indications  of 
blowing  through.  Attention  should  also  be  directed 
to  the  springs,  spring  bolts,  nuts,  etc.  It  should  be 
noted  that  the  packing  and  valves  must  be  kept 
from  "  blowing "  as  much  as  possible  in  order  to 
obtain  the  full  power  of  the  steam,  for  there  is 
where  the  power  is  derived.  When  the  packing 
and  valves  are  tight  the  full  power  contemplated 


46  POCKET   COMPANION. 

by  the  size  of  wheel  and  cylinder  and  length  of 
stroke  is  obtained,  but  where  the  contrary  is  the 
case,  the  packing  does  not  hold  the  steam,  and 
hence  there  is  a  loss  of  power.  There  is  also  an 
injury  to  the  draft,  and  hence  a  diminution  in  the 
amount  of  steam  made.  The  importance,  therefore, 
of  keeping  the  valves  and  packing  in  perfect  con- 
dition is  sufficiently  obvious. 

To  ascertain  where  and  on  which  side  the  pack- 
ing blows,  one  general  rule  may  be  laid  down.  The 
blowing  usually  begins  where  the  cross-head  leaves 
the  extreme  end  of  the  stroke  forward  and  back, 
and  after  the  cross-head  has  traveled  from  six  to 
twelve  inches,  the  blowing  will  diminish  and  some- 
times stop.  The  pressure  of  steam  on  the  follower- 
head  at  the  forward  and  back  center  is  nearer  boiler 
pressure  than  at  any  other  point,  and  if  the  packing 
springs  are  weak  the  rings  will  close  in  and  admit 
the  steam  between  the  rings  and  cylinder  or  between 
the  rings  and  the  follower-head.  When  the  cross- 
head  has  traveled  back  from  six  to  twelve  inches, 
the  pressure  is  reduced  so  that  the  springs  will  force 
the  rings  out  to  their  place,  and  the  blowing  will 


CYLINDER  AND   CYLINDER   PACKING.          4? 

stop  very  nearly,  if  not  entirely.  Blowing  always 
commences  when  a  train  is  started,  when  the 
engine  is  working  hard  and  slow.  By  watching 
closely,  it  can  be  determined  on  which  side  it  begins. 
Sometimes  in  an  old  engine  there  will  be  a  shoulder 
on  one  or  both  ends  of  the  cylinder,  and  when  the 
rings  strike  it  they  will  close  in  and  the  steam  will 
hold  them  during  a  portion  of  the  stroke,  or  until 
the  pressure  is  reduced  so  that  the  rings  will  be 
forced  to  their  place  by  the  springs.  It  will  some- 
times be  the  case  that  blowing  will  occur  elsewhere 
than  in  the  packing,  when  even  the  sound  may 
seem  to  indicate  that  the  trouble  is  in  the  packing. 
There  is  no  rule  to  determine  where  it  is  at  such 
times,  and  it  is  a  difficulty  which  will  puzzle  the 
best  engineers.  It  is  a  very  good  way  to  try  the 
packing  when  the  cylinder  head  is  off,  by  covering 
the  forward  steam  port  and  letting  the  steam  into 
the  cylinder  through  the  back  port,  and  opening 
the  throttle  when  steam  is  on.  That  will  decide 
the  matter,  as  if  no  steam  issues  from  under  the 
rings,  and  the  packing  is  tight,  the  blowing  is  in 
the  valve.  Ii>  case  of  doubt,  by  opening  the  throttle 


48  POCKET    COMPANION. 

a  little  when  the  engine  is  placed  so  that  the  blow 
can  be  heard,  and  examining  the  exhaust  pipes  to 
see  from  which  pipe  the  steam  issues,  it  may  be 
determined  on  which  side  the  blow  occurs.  The 
location  of  the  blowing  may  also  be  determined 
by  the  sound,  as  close  observation  will  show  a 
very  recognizable  difference  between  the  noise  of 
the  blowing  in  the  valves  and  in  the  packing. 


VALVES   AND   VALVE   MOTION.  49 


VALVES  AND  VALVE  MOTION. 

The  philosophy  of  the  valves  and  their  motion 
should  be  closely  studied  by  every  Engineer.  It 
presents  many  difficulties,  and  there  are  really  very 
few  engineers  who  thoroughly  understand  it.  The 
explanations  which  follow  will  give  a  fair  idea, 
however,  of  the  principles  which  govern  an  impor- 
tant factor  in  the  locomotive  engine,  and  they  are 
made  sufficiently  minute  to  dispense  with  illustra- 
tive drawings,  it  being  assumed  that  the  reader  is 
at  least  familiar  with  the  several  parts  of  the  loco- 
motive and  able  to  make  practical  application  of 
the  suggestions. 

In  the  valve-seat  are  three  ports,  the  two  end 
ports  being  called  steam  ports.  The  steam  is  admit- 
ted into  the  cylinder  through  these  ports  alter- 
nately, and  after  it  has  forced  the  piston  the  length 
of  the  cylinder,  it  passes  out  of  the  same  port 
through' which  it  reaches  the  cylinder,  passing  under 
the  valve,  into  the  middle  port,  called  the  exhaust 
port,  and  thence  out  of  the  exhaust  pipe  into  the 
4 


50  POCKET   COMPANION. 

open  air.  On  the  under  side  of  the  valve  is  a 
cavity  or  recess,  which  should  be  of  sufficient  length 
to  cover  the  exhaust  port  and  both  bridges,  so  that 
when  the  valve  moves  either  way  it  brings  one  of 
the  steam  ports  in  direct  communication  with  the 
exhaust  port.  Through  this  cavity  the  steam 
passes,  after  being  used  in  the  cylinder,  the  valve 
moving  sufficiently  to  cause  an  opening  from  the 
steam  port  under  the  valve  into  the  exhaust  port, 
and  thence  into  the  exhaust  pipe.  It  will  thus  be 
perceived  that  the  engine  exhausts  under  the  valve. 
If  the  valve  be  placed  upon  its  seat  in  a  central 
position,  it  will  be  found  to  lap  over  about  an  inch 
on  each  side  of  the  steam  ports.  This  is  termed 
the  end-lap,  and  its  function  is  to  enable  the  engine 
to  be  worked  on  the  expansion ;  that  is,  after  the 
valve  has  cut  off  the  steam,  the  engine  will  work, 
expansively,  while  the  valve  is  traveling  the  length 
of  the  lap,  resulting  in  a  manifest  saving  of  steam. 
The  cavity  inside  of  the  valve,  it  has  been  seen, 
just  covers  the  exhaust  port  and  the  bridges  sepa- 
rating the  exhaust  from  the  steam  port,  or  the  for- 
ward and  back  steam  ports.  But  the  valve  more  than 


VALVES   AND   VALVE   MOTION.  51 

covers  the  exhaust  ports,  lapping  over  on  the  bridge 
between  the  steam  and  exhaust  ports.  This  is  called 
the  inside  lap,  whose  function  is  similar  to  that  of 
the  end  lap,  producing  a  saving  in  steam  and  con- 
sequent economy  of  fuel  and  water.  An  inside  lap 
is  a  disadvantage  on  some  engines,  but  on  freight 
engines  it  adds  to  the  facility  of  working  on  the 
expansion  more  than  the  end  lap  calls  for,  as 
the  valve  must  travel  the  length  of  the  inside  lap, 
in  addition  to  the  end  lap,  before  the  exhaust  can 
occur.  The  distance  the  cross-head  travels  while 
the  valve  is  traversing  the  lap  is  of  course  governed 
by  the  valve  gear,  which  in  different  engines  varies 
in  throw  of  eccentric,  length  of  rocker  arins^ 
radius  of  link  and  travel  of  valve,  there  being  no 
rule  to  determine  it  exactly.  Freight  engines 
which  run  at  a  speed  of  from  fifteen  to  eighteen 
miles  per  hour,  should  generally  have  an  inside  lap 
of  one-sixteenth  to  one-eighth  of  an  inch.  More 
than  this  is  a  disadvantage,  and  will  render  an 
engine  too  slow,  but  with  a  lap  of  this  length,  there 
will  not  only  be  a  large  percentage  of  saving,  but 
the  engine  will  go  less  frequently  to  the  shop  for 


bZ  POCKET    COMPANION. 

general  repairs,  as  there  is  less  liability  of  strain, 
owing  to  the  comparative  slowness  of  its  action. 
Passenger  engines,  used  mainly  for  speed,  should 
have  very  little  if  any  inside  lap.  In  a  locomotive 
which  makes  forty  or  fifty  miles  an  hour,  using  six 
or  eight  inches  of  steam,  the  valve  travels  to  give 
an  opening  on  the  steam-port  of  about  three- 
eighths  of  an  inch.  Hence,  the  travel  of  the  valve 
being  very  short  and  quick,  if  there  be  as  much 
inside  lap  as  on  an  ordinary  freight  engine,  the 
lead  on  the  exhaust  would  be  reduced,  and  the 
engine  would  fail  to  free  itself,  or  become  choked, 
and  could  not  make  the  required  time  with  a 
heavy  train.  Engineers  should  be  largely  governed 
by  the  way  their  engine  works.  If  a  passenger 
engine  makes  steam  freely,  fast  time  being  required, 
there  should  be  no  inside  lap ;  but  if  otherwise,  a 
lap  of  one  thirty-second  of  an  inch  on  each  side 
would  be  advisable.  No  passenger  engine  should 
have  more  than  that,  with  perhaps  one  inch  end  lap, 
and  five  and  one-half  throw,  varied  according  to 
length  of  port,  length  of  travel  of  valve,  and  other 
circumstances. 


VALVES  AND   VALVE   MOTION.  53 

What  is  known  as  the  lead  on  the  valve  deserves 
a  minute  explanation,  it  being  a  matter  of  import- 
ance which  is  much  neglected  by  engineers.  For 
the  purpose  of  this  explanation,  we  will  place  the 
right  cross-head  on  the  extreme  center  forward, 
exposing  the  steam-chest  with  the  cover  off.  The 
valve  is  then  exposed  to  view.  With  the  cross- 
head  on  the  extreme  dead-center  forward,  the 
reverse  lever  dropped  in  the  forward  notch  in  the 
quadrant,  and  the  valve  set  without  lead,  the  latter 
should  be  in  the  act  of  opening  the  forward  steam- 
porfc.  The  go-ahead  eccentric  should  then  be 
turned  until  the  valve  shows  an  opening  of  one- 
eighth  of  an  inch,  or  whatever  space  is  desired  for 
the  lead.  This  opening  is  called  the  "'ead,  for  the 
reason  that  when  the  valve  is  thus,  set  it  will  be 
one-eighth  of  an  inch  ahead  of  the  cross-head  at 
all  points.  The  lead  may  be  obtained  in  three  dif- 
ferent ways :  The  valve  may  be  cut  off  on  both 
ends,  or  the  forward  side  of  the  forward  steam- 
port  and  the  back  side  of  the  back  steam-port  may 
be  cut  out,  or  it  may  be  obtained  from  the  eccen- 
tric The  last  mode  is  by  far  the  more  advisable, 
and,  indeed,  the  only  right  way  to  secure  it. 


54  POCKET   COMPANION. 

In  reference  to  the  term  extreme  or  dead-center, 
it  should  be  stated  that  the  cross-head  is  used  in 
most  cases  to  obtain  a  starting  point  at  the  extreme 
dead-center,  it  being  the  easiest  of  access  and  most 
convenient  in  other  respects. 

The  utility  of  the  valve  lead  above  described  con- 
sists in  the  fact  that  when  the  engine  is  working,  a 
full  port  is  obtained  more  quickly  with  than  with- 
out it.  Without  the  lead  a  full  port  will  be 
obtained  when  the  cross-head  has  traveled  about 
seven  and  a  half  inches  at  full  stroke,  and 
when  working  six  inches,  the  travel  of  the  cross- 
head  is  about  one  inch.  With  a  lead  the  full  port 
will  be  obtained  with  a  little  more  than  half  an  inch 
travel  when  working  six  inches,  and  with  seven 
inches  at  the  full  stroke.  The  distance,  of  course, 
will  vary  according  to  radius  of  link  and  length 
of  hooks.  It  is  apparent  that  when  the  cross-head 
travels  far  enough  to  enable  the  steam  to  get  a  lev- 
erage on  the  crank,  there  will  be  a  greater  quantity 
of  steam  in  the  cylinder,  and  it  will  not  only  be 
nearer  boiler  pressure,  but  the  expansion  will  be 
stronger.  The  engine  will  therefore  do  more  work 


VALVES   AND  VALVE  MOTION  55 

and  do  it  easier,  and  make  better  time  with  an 
eighth  of  an  inch  lead  on  the  valve  than  without 
it.  No  engineer  who  once  notes  intelligently  the 
difference  between  the  two  conditions  will  be  dis- 
posed to  deny  the  advantage  of  this  lead. 

In  a  certain  sense  the  lead  is  equivalent  to  the 
lap  heretofore  described.  If  the  valve  be  set  from 
the  eccentric,  the  engine  being  on  the  dead  center, 
with  an  eighth  of  an  inch  lead,  when  the  engine 
is  moved,  the  valve  will  always  be  one-eighth  of  an 
inch  ahead  of  the  cross-head  at  both  ends  of  the 
stroke,  producing  the  same  result  as  if  the  valve 
should  be  cut  off.  The  valve  set  without  the  lead 
is  in  the  act  of  opening  the  steam  port.  If  lead 
is  given  to  it,  it  shows  an  opening,  and  thus  takes 
off  the  lap  on  receiving  steam  and  puts  it  on  in  cut- 
ting off  steam.  Hence  lead  is  lap. 


56  POCKET   COMPANION. 


EXTREME  OR  DEAD  CENTER. 
To  ascertain  the  extreme  center  of  an  engine,  in- 
dependently of  the  lost  motion,  the  engineer  should 
first  find  the  forward  dead  center  on  the  right 
side  of  the  engine  by  taking  np  all  lost  motion  in 
the  rod  by  keying  it  up,  and  then  barring  the  en- 
gine ahead  until  the  cross-head  travels  within 
about  two  inches  of  the  extreme  travel  forward. 
Then  he  should  mark  across  the  guides  and  cross- 
head,  and  before  the  engine  is  moved  make  a  prick- 
punch  on  the  wheel-guard,  and  place  a  tram  fifteen 
or  twenty  inches  long,  one  end  resting  in  the  prick- 
punch  and  the  other  near  the  level  of  the  top  of  the 
wheel  or  tire,  making  a  prick-punch  on  the  tire 
where  it  comes.  Then  bar  the  engine  ahead  until 
the  cross-head  passes  the  center  and  travels  back 
past  the  mark  made  on  the  guides,  say  half  an 
inch,  and  move  back  so  that  the  cross-head  will 
travel  forward  again  until  the  marks  upon  it  will 
correspond  exactly  with  the  marks  on  the  guide. 
When  this  is  done  the  tire  should  be  marked  as 


EXTREME  OR  DEAD  CENTER.        57 

before  with  one  end  of  the  tram  in  the  prick- 
punch  on  the  guard,  and  the  center  of  the  dis- 
tance ascertained  with  a  pair  of  dividers,  then 
with  the  tram  in  the  mark  on  the  wheel  guard, 
bar  the  engine  back  until  the  opposite  end  of 
the  tram  strikes  the  center  mark  on  the  tire. 
This  will  be  the  extreme  center  of  the  cross- 
head,  independent  of  the  lost  motion.  The  en- 
gine should  always  be  barred  back,  so  that  the 
cross-head  will  travel  the  same  way  when  the 
marks  are  made  on  the  wheel,  and  it  will  be 
necessary  to  get  the  dead  center  at  both  ends  of 
the  stroke,  and  on  bdth  sides  of  the  engine, 
when  setting  valves  or  eccentrics,  using  the  same 
tram.  This  mode  is  used  when  the  engine  is 
in  the  shop  or  round-house  for  repairs.  The  mode 
of  setting  eccentrics  on  the  road  will  be  explained 
hereafter. 

In  setting  valves,  it  is  necessary  to  get  the  port 
marks  first,  when  the  steam  chest  cover  is  off,  and 
the  valve  stem  disconnected  at  the  back  end.  A 
piece  of  thin  sheet  tin,  about  as  wide  as  the  port 
is  long,  should  be  placed  in  the  forward  steam  port, 


58  POCKET   COMPANION. 

and  the  valve  pushed  up  until  it  bears  upon  the 
tin.  A  short  tram,  about  six  inches  long,  should 
be  provided.  Then,  from  a  prick-punch  mark, 
made  on  the  valve  stem  stuffing  box,  tram  to  a 
similar  mark,  where  it  may  strike  on  the  valve 
stem.  This  will  be  the  forward  port  mark.  The 
back  port  mark  is  obtained  in  a  similar  man- 
ner, using  the  same  tram.  With  the  port  marks 
all  right,  the  valves  may  be  set  at  any  time  with 
this  tram,  without  taking  the  steam  chest  off, 
and  they  may  generally  be  made  square  by 
running  them  over  from  these  marks.  If  not, 
recourse  must  be  had  to  the  dead  center.  With 
the  engine  on  the  dead  center,  the  same  tram 
may  also  be  used.  Try  both  ends  of  the  stroke, 
divide  the  amount  of  variation  from  the  port 
marks,  and  the  valve  will  be  square  if  nothing  be 
sprung  out  of  place.  -When  on  the  dead  center, 
tram  with  the  short  tram  from  the  prick-punch 
mark  on  the  stuffing  box  to  the  port  mark  on  the 
valve.  What  it  will  fall  short  of  reaching  the 
port  mark  is  the  lead  at  that  end.  Then  try  the 
other  port  mark,  and  if  the  lead  is  the  same,  the 


EXTREME  OK  DEAD  CENTER.         59 

valve  is  square.  If  not,  the  distance  must  be 
equalized,  and  the  lead  made  alike  on  both  ends  of 
the  stroke,  by  putting  in  or  taking  out  liners  in 
the  hooks,  or  in  the  back  end  of  the  valve  stem 
rod.  In  all  cases,  whenever  it  is  desired  to  ascer- 
tain the  amount  of  valve  lead,  the  engine  must  be 
placed  on  the  forward  dead  center  for  the  forward 
port,  and  the  back  dead  center  for  the  back  port, 
keeping  the  reverse  lever  in  the  forward  motion, 
when  working  that  motion,  and  the  contrary,  when 
working  the  back  motion,  for  both  ends  of  the 
stroke,  forward  and  back.  The  travel  of  the  valve 
is  not  lessened  by  increasing  or  lessening  the  liners* 
By  shortening  the  valve  stem,  the  travel  is  changed 
from  the  forward  to  the  back  end.  Hence,  if  the 
valve  travels  too  far  forward,  say  an  eighth  of  an 
inch,  a  liner  of  half  that  size  removed  from  the 
back  end  of  the  valve  stem  will  equalize  it 


POCKET   COMPACTION. 


THE  ECCENTRIC. 

As  a  rule,  the  throw  of  the  eccentric  governs  the 
travel  of  the  valve,  unless  the  top  and  bottom 
rocker  arms  should  be  of  unequal  length.  These 
arms  are  usually  made  the  same  length,  unless 
there  is  not  sufficient  room  for  the  throw  of  the 
eccentric,  when  the  upper  arm  is  made  the  longest. 
This,  however,  will  give  the  valve  more  travel  than 
is  called  for  from  the  throw  of  the  eccentric.  The 
rule  is  that  the  throw  of  the  eccentric  should  be 
one-half  the  travel  of  the  valve,  when  both  rocker 
arms  are  the  same  length,  i.  e.,  when  the  throw  is 
two  and  a  half  inches,  it  will  throw  two  and  a  half 
inches  ahead,  and  the  same  distance  back,  making 
five  inches. 

The  go-ahead  eccentric  is  always  connected  with 
the  top  part  of  the  link,  it  being  sometimes  the 
inside  eccentric  and  sometimes  the  outside.  On 
all  indirect  motion  engines  the  throw  of  the  go- 
ahead  eccentric  follows  the  crank  pin,  and  on  those 
governed  by  direct  motion  it  leads.  This  will  be 


THE    ECCENTRIC.  61 

apparent  in  this  way.  If  the  right  hand  cross- 
head  be  on  the  forward  center  the  crank  pin  will 
also  be  on  the  forward  center.  Therefore  if  the 
throw  of  the  go-ahead  eccentric  follows  the  crank 
pin,  the  throw  must  be  on  the  upper  quarter  from 
the  crank  pin.  By  moving  the  engine  slowly  it 
will  be  seen  that  the  crank  pin  is  brought  down, 
and  the  go-ahead  eccentric  moves  forward.  That 
carries  the  lower  rocker  arm  forward  and  the  top 
one  back,  and  the  valve  travels  back,  giving  the 
opening  to  the  forward  steam  port  that  is  re- 
quired in  order  that  the  piston  may  be  driven  back. 
A  practical  test  will  perhaps  demonstrate  the  mat- 
ter more  fully.  It  is  plain,  also,  that  if  the  throw 
of  the  go-ahead  eccentric  follows  the  crank  pin,  the 
back  motion  eccentric  must  lead  the  crank  pin 
when  the  engine  is  moving  ahead.  By  reversing 
the  engine  the  position  of  the  eccentrics  will  be 
reversed.  The  back  motion  eccentric  becomes  the 
go-ahead  eccentric,  and  the  latter  takes  the  place 
of  the  former. 

Young  Engineers  frequently  fail  to  get  satisfac- 
tory answers  to  the  question,  what  is  direct  and 


62  POCKET   COMPANION. 

indirect  motion  ?  In  the  former  the  throw  of  the 
eccentric  and  the  travel  of  the  valve  are  in  the 
same  direction  and  operate  at  the  same  time.  In 
the  latter  they  move  in  opposition.  When  the 
throw  of  the  eccentric  is  forward,  the  valve  travels 
backward.  Nearly  all  the  locomotives  used  in  this 
•country  are  on  the  indirect  principle. 


SETTING   ECCENTRICS.  63 


SETTING  ECCENTRICS. 

When  the  eccentric  slips  on  the  road,  the  Engin- 
eer owes  it  to  his  own  credit  to  adjust  it  with  as 
little  loss  of  time  as  possible.  There  are ^several 
ways  of  doing  it,  but  the  following  is  believed  to 
be  the  best  and  most  expeditious :  To  set  the  go- 
ahead  eccentric,  place  the  cross-head,  on  whichever 
side  it  may  be,  on  the  extreme  forward  center,  put- 
ting the  reverse  lever  in  the  back  motion  and  mak- 
ing a  mark  on  the  valve  stem  close  up  to  the  valve 
stem  stuffing  box.  Then  put  the  reverse  lever  in 
the  same  notch  in  the  forward  motion  that  it  occu- 
pied in  the  back  motion,  turn  the  go-ahead  eccen- 
tric until  the  mark  on  the  valve  stem  comes  to  the 
place  where  it  was  first  made,  fasten  the  eccentric, 
and  the  mishap  is  remedied.  The  cross-head  is 
placed  on  the  extreme  forward  center  for  the  fol- 
lowing reason :  It  will  be  remembered  that  the 
throw  of  the  go-ahead  eccentric  follows  the  crank, 
while  the  throw  of  the  back  motion  eccentric  lead  a 
the  crank  pin.  When  the  cross-head  is  on  the  ex- 


64  POCKET   COMPANION. 

treme  center  the  throw  of  one  eccentric  is  up  and 
the  other  down,  bringing  the  eccentric  hooks  the 
same  length,  while  the  valve  is  in  the  position  to 
give  the  lead  opening  to  the  forward  steam  port, 
which  must  be  opened  to  admit  the  steam  to  press 
the  piston  back,  whether  the  engine  be  moving 
forward  or  backward.  "With  the  hooks  the  same 
length  and  the  throw  of  the  eccentric  equalized, 
when  the  reverse  lever  is  moved  forward  and  back 
it  has  no  effect  on  the  valve,  and  if  the  marks  on 
the  valve  stem  are  made  from  its  position  when  the 
reverse  lever  is  in  the  back  motion,  those  marks 
will  certainly  be  a  correct  guide  by  which  to  set  the 
go-ahead  eccentric. 

In  connection  with  this  matter,  there  is  another 
idea  worth  remembering.  The  radius  rods,  or 
eccentric  hooks,  as  they  are  more  commonly  called, 
are  connected  to  the  link,  one  to  the  top,  and  the 
other  to  the  bottom,  the  link  block  being  station- 
ary. The  hook  nearest  the  block  governs  the 
travel  of  the  valve.  Hence,  placing  the  cross-head 
on  the  extreme  center  brings  one  eccentric  up  and 
the  other  down,  and  the  length  of  the  hooks  and 


SETTING   ECCENTRICS.  65 

the  throw  of  the  eccentric  are  equalized.  The 
valve,  therefore,  is  not  moved,  except  the  slight 
distance  of  the  lead  and  lap,  when  the  reverse 
lever  is  placed  first  in  the  back  motion,  and  then 
in  the  forward  motion.  The  distance  is  so  slight 
that  it  is  not  worthy  of  consideration  on  the  road. 
The  idea  will  be  better  understood  by  a  practical 
demonstration  on  an  engine. 


66  POCKET  COMPANION. 


TROUBLE  ON  THE  ROAD— FOUR  POINTS  OF 
VALVE  MOTION. 

Nothing  is  perhaps  more  dreaded  by  young 
Engineers  than  the  prospect  of  trouble  with  the 
valve  motion  while  running.  It  is  scarcely  neces- 
sary, therefore,  to  ask  their  earnest  attention 
to  the  following  explanations  regarding  the  proper 
course  to  be  pursued  in  such  cases:  Some- 
times, when  an  engine  is  running  at  the  ordi- 
nary rate  of  speed,  it  is  discovered  by  the  sound 
that  the  engine  is  not  exhausting  square,  and  that 
something  is  wrong.  The  matter  should  be  attended 
to  immediately.  The  throttle  should  be  closed  and 
the  speed  reduced,  so  that  the  train  will  move 
about  as  fast  as  a  man  can  walk.  Dropping  the 
reverse  lever  in  the  quadrant,  full  stroke,  open 
the  throttle  sufficiently  to  secure  a  strong  exhaust, 
and  watch  the  cross-head  or  the  crank-pin  on  the 
right  side,  noting  whether  there  be  a  good  exhaus- 
tion on  both  ends  of  the  stroke.  If  there  is,  the 
trouble  is  on  the  other  side.  It  is  all  important  in 


TROUBLE   GET   THE   EOAD,    ETC.  6? 

deciding  this  question  that  the  engine  should  be  run 
very  slow.  After  determining  on  which  side  the 
trouble  exists,  the  engine  should  be  stopped  and  the 
matter  looked  after.  A  thorough  examination 
should  be  made  successively,  of  the  eccentrics,  to 
make  sure  that  all  the  bolts  are  in  the  strap,  the 
nuts  in  their  places  and  the  hooks  properly  con- 
nected; of  the  link  and  link  block,  observing  that 
the  throw  of  the  go-ahead  is  in  position  to  follow 
the  crank  pin,  and  that  the  throw  of  the  back  mo- 
tion leads  the  crank  pin;  and  of  the  rocker  arms  and 
rocker  box,  making  sure  that  the  latter  is  secure  in 
its  frame.  If  these  are  all  right  the  trouble  is 
doubtless  in  the  steam  chest.  In  examining  these 
points,  which  constitute  the  four  leading  points  of 
the  valve  motion,  nothing  should  be  overlooked. 
In  making  the  examination,  the  crank-pin  should 
be  always  on  the  top  or  bottom  quarter,  in  order  to 
give  the  valve  the  full  travel  when  the  reverse  lever 
is  moved  forward  and  back ;  whereas,  if  the  crank- 
pin  be  on  the  forward  or  back  center  it  will  leave 
the  eccentrics  in  such  position  that  the  full  travel 
of  the  valve  cannot  be  obtained.  If  the  travel  of 


68  POCKET   COMPANION. 

the  valve  be  obstructed  in  any  way,  the  Engineer 
may  detect  it  by  placing  his  hand  upon  the  valve 
stem  while  the  Fireman  works  the  reverse  lever 
backward  and  forward  full  throw.  When  an  en- 
gine has  a  false  valve  seat  held  down  by  studs, 
these  sometimes  get  loose  and  work  up  so  that  the 
valve  will  hit  them.  This  can  easily  be  discovered 
by  the  sudden  jerk  given  to  the  reverse  lever,  and 
it  may  be  determined  which  side  it  is  on  in  the 
way  just  described.  These  brief  directions  will 
generally  direct  the  Engineer  to  the  weak  spot  in 
his  engine.  It  is  not  possible,  however,  to  make 
rules  which  will  apply  to  every  circumstance,  for 
locomotives  will  sometimes  give  out  on  the  road 
from  causes  which  will  baffle  the  skill  of  the  most 
experienced  mechanics. 


PUMPING   ON  THE   ROAD.  69 


PUMPING  ON  THE  ROAD. 

In  view  of  the  fact  that  Engineers  are  sometimes 
apt  to  be  over  confident  in  respect  to  their  pumps, 
and  run  their  engines  long  distances  without  try- 
ing the  gauge-cock,  ultimately  burning  the  engine, 
a  few  words  in  reference  to  the  subject  will  not  be 
out  of  place.  In  the  first  place  it  should  be  an 
inflexible  rule  not  to  run  an  engine  farther  than 
would  be  required  to  use  up  one  gauge  of  water 
without  trying  the  gauge-cock.  Pumping  while 
going  over  the  road  is  a  very  important  matter, 
much  more  care  being  required  on  heavy  grades  than 
over  a  level  road,  and  the  ability  of  the  engine  to 
make  steam  wherewith  to  climb  those  heavy  grades 
is  largely  dependent  upon  the  pumping.  The 
pump  should  never  be  worked  after  the  throttle  is 
shut  off,  for  the  reason  that  the  steam  will  fall 
when  the  throttle  is  again  opened,  and  more 
ground  will  be  lost  than  is  gained  by  pump- 
ing. If  the  boiler  contains  one  solid  gauge  of 
water  when  the  throttle  is  shut  off,  it  is  better 
to  also  shut  the  pump  off,  and,  by  so  doing,  better 


70  POCKET   COMPANION. 

time  will  be  made  than  if  two  or  three  gauges  of 
water  should  be  pumped  into  the  boiler ;  and  this 
should  never  be  done  unless  there  is  a  probability 
that  the  engine  will  remain  some  time  on  a 
branch  or  in  one  place. 

Pumping  so  much  cold  water  into  the  boiler 
after  shutting  oiF  the  throttle  will  cause  a  too  sud- 
den contraction  of  the  flues  and  fire-box,  and 
probably  produce  a  leak.  It  is  always  well  to 
carry^as  much  water  in  the  boiler  as  will  enable  the 
engine  to  work  dry  steam.  Most  engines  will 
steam  better  with  the  water  high,  while  there  are 
very  few  engines,  especially  those  burning  coal, 
that  will  not  sometimes,  from  unforeseen  causes, 
fail  to  make  steam.  It  often  happens  that  the  fire 
will  get  the  advantage  of  the  Fireman,  and,  at 
such  times,  if  there  be  plenty  of  water  in  the 
boiler,  the  Engineer  has  a  chance  to  favor  his 
engine  by  shutting  off"  the  pump. 

When  the  steam  begins  to  fail,  it  is  better  to 
give  the  engine  the  benefit  of  the  pump  by 
shutting  it  off  and  let  the  steam  come  up.  Plenty 
of  steam  is  thus  obtained,  and  there  is  also  a  'good 
supply  of  water.  If  any  is  lost  it  may  be  gained 


PUMPING   OK   THE   ROAD.  71 

back  by  degrees.  It  is  not  advisable  to  wait  until 
the  steam  gets  low,  gaining  water  by  light  pump- 
ing. The  Engineer  must,  however,  call  into  requi- 
sition his  best  judgment,  giving  strict  attention 
to  the  peculiar  working  of  his  engine  in  this 
as  in  other  matters,  and  where  any  change  is 
made  he  should  carefully  note  the  effects  of  the 
change,  and  by  that  means  school  himself  into 
such  a  system  of  managing  his  engine  as  will 
redound  to  his  credit  and  establish  his  reputation. 
Before  we  leave  this  subject  it  is  perhaps  neces- 
sary to  explain  why  an  engine  is  injured  by  pump- 
ing with  the  throttle  shut  off.  It  is  to  be  noted 
that  when  using  steam  the  exhaust  makes  a  draft 
on  the  fire,  and  increases  the  heat  through  the 
flues,  consequently  the  water  pumped  into  the 
boiler  is  heated  rapidly,  and  does  not  cause  much 
contraction.  When  the  throttle  is  shut  off,  very 
little  heat  passing  through  the  flues,  the  water  is 
not  heated,  and  the  boiler  is  cooled.  Should  it  be 
absolutely  necessary  to  pump  with  the  throttle  shut  - 
off,  its  effects  will  be  partially  overcome  by  putting 
on  the  blower  full  blast. 


POCKET   COMPANION. 


CO  UNTERBALANCING. 

Counterbalancing  is  a  matter  upon  which  very 
little  advice  can  be  given,  although  proper  atten- 
tion to  it  is  of  the  first  importance.  Should  the 
engine  not  ride  steady,  and  there  is  reason  to  believe 
the  trouble  is  with  the  counterbalance,  the  Engi- 
neer must  experiment  with  it,  using  his  judgment 
in  changing  it  one  way  or  the  other,  until  it  is 
found  to  be  right.  He  should  always  be  certain, 
however,  that  the  wedge  between  the  engine  and 
tender  is  set  up  snug.  It  is  with  this  as  with  many 
other  matters  about  an  engine,  in  which  the  judg- 
ment of  the  thoughtful  engineer  will  generally 
suggest  the  best  mode  of  procedure.  He  should 
satisfy  himself  that  he  is  right  and  then  go  ahead. 


EXPANSION   AND   EXPANSION   BRACES.         73 


EXPANSION  AND  EXPANSION  BRACES. 

When  an  engine  is  fired  up  and  under  a  good 
pressure  of  steam,  the  boiler  and  engine  frame  are 
longer  than  when  they  are  cold.  Hence,  in  order 
that  the  boiler  shall  maintain  its  proper  position 
in  the  frame  under  all  conditions,  expansion  braces 
are  provided,  and  should  be  looked  after  with  care, 
so  that  both  sides  will  expand  and  contract  alike. 
It  is  easy  to  ascertain  the  exact  amount  of  expan- 
sion by  marking  the  frame  close  to  the  expansion 
brace  when  the  engine  is  hot,  and  noting  the 
marks  when  it  gets  cold.  Both  sides  of  the  engine 
should  be  accurately  measured  in  this  respect,  and 
if  the  expansion  is  unequal,  a  remedy  must  be  pro- 
vided, as  sooner  or  later  a  leaky  throat  sheet  will 
result,  the  engine  will  be  out  of  tram  and  ride 
hard,  and  it  will  be  impossible  to  keep  the  side  rods 
adjusted  to  the  proper  length,  while  in  frosty 
weather  there  will  be  increased  liability  to  break 
the  rods.  Engines  frequently  ride  so  hard  as  to 
endanger  the  health  of  the  Engineer  who  attempts 


74  POCKET   COMPANION. 

to  run  them,  when  perhaps  the  fault  is  solely  occa- 
sioned by  their  being  out  of  tram,  or  by  unequal 
expansion.  In  such  cases  proper  tramming  and 
relief  to  the  expansion  braces  usually  cure  the 
trouble,  and  even  when  locomotives  are  placed  in 
the  shop  for  general  repairs,  it  is  well  that  Engin- 
eers should  see  that  these  matters  are  not  over- 
looked. 


ACCIDENTS   AND   TEHPORAKY    REPAIRS*         75 


ACCIDENTS  AND  TEMPORARY  REPAIRS. 

Brief  directions  in  reference  to  the  best  mode  of 
management  in  sudden  emergencies,  when  a  break- 
down occurs  from  any  cause,  will  prove  valuable, 
and  enable  the  engineer,  by  making  minor  repairs 
on  the  spot,  to  reach  home  with  comparatively  lit- 
tle difficulty.  Of  course  no  directions  can  be  given 
that  will  cover  every  case  of  sudden  breakage,  but 
those  injuries  most  frequently  occurring  to  the 
engine  in  case  of  accidents  may  be  foreseen  and  at 
least  partially  remedied. 

Should  the  locomotive  run  off  the  track,  the  first 
duty  of  the  Engineer,  if  he  is  personally  uninjured, 
will  be  to  note  the  position  of  his  engine,  and  see 
whether  or  not  the  water  is  withdrawn  from  any 
part  of  the  fire  box.  If  it  is,  the  fire  must  be  ex- 
tinguished immediately,  or  the  fire  box  will  be 
ruined.  Either  earth,  snow  or  coal,  as  is  most  con- 
venient, may  be  used  to  quickly  smother  the  fire. 

If  a  driving  spring  be  broken  on  the  road,  as  is 
very  often  the  case,  place  a  hard  wood  block  under 


76  POCKET   COMPANION. 

the  end  of  the  equalizer  opposite  the  unbroken 
spring.  The  block  should  be  large  enough  to  keep 
the  equalizer  level.  To  get  it  in  place,  run  your 
engine  on  a  block  of  wood  that  will  raise  it  off  the 
box  containing  the  broken  spring,  and  then  with 
the  assistance  of  a  bar  insert  the  block,  letting  it 
rest  on  the  frame  and  under  the  equalizer.  The 
blocking  will  bring  the  weight  on  the  remaining 
spring.  After  removing  the  broken  spring,  the 
Engineer  will  be  ready  to  proceed.  The  same  block- 
ing will  be  necessary  if  the  spring  hanger  should 
break.  If  the  equalizer  breaks,  the  blocking  must 
be  under  the  frame  on  top  of  both  driving  boxes, 
taking  out  both  springs  and  hangers,  and  the  pieces 
of  the  equalizer,  if  possible,  so  that  they  will  not 
catch  in  the  driving  wheels  when  the  engine  moves. 
If  the  engine  has  the  old  fashioned  stirrup  or 
strut,  there  will  be  little  difficulty  in  blocking.  It 
will  be  prudent  to  carry  in  the  tender  two  ordi- 
nary rubber  car  springs  of  the  right  size  for  use  in 
case  of  emergency.  "With  these  it  will  only  be 
necessary  to  run  the  engine  on  a  block,  one  wheel  at 
a  time,  taking  care  to  have  the  block  large  enough 


ACCIDENTS   AND  TEMPOKAKY   REPAIRS:        77 

to  raise  the  engine  sufficiently  to  allow  room  to 
insert  the  rubber  block.  Place  pieces  of  board 
below  and  above  the  rubber  to  give  it  good  bearing. 
When  one  box  is  right,  move  the  engine  off  the 
blocking  and  fix  the  other  the  same  way.  In  an 
engine  with  the  new  style  of  driving  boxes,  having 
ears  cast  upon  them,  pieces  of  wood  must  be  used 
for  blocking  instead  of  rubber.  The  engine  should 
be  blocked  up  as  nearly  level  as  possible;  with  rub- 
ber blocks  there  will  be  no  danger  of  breaking  the 
frames,  but  with  wooden  ones  the  Engineer  must 
run  slowly  and  carefully,  though  there  will  proba- 
bly be  no  necessity  of  leaving  the  train  behind.  It 
is  always  well  to  be  provided  with  extra  spring  hang- 
ers, as  they  will  sometimes  save  a  good  deal  of 
trouble. 

If  the  tire  of  the  driving  wheel  is  broken  or 
comes  off,  or  loosened  so  as  not  to  be  safe,  discon- 
nect that  side  of  the  engine.  If  it  be  the  forward 
driver,  take  down  the  main  rod  and  the  side  rods. 
If  one  side  rod  be  removed  the  other  must  also  be 
taken  down,  as  the  engine  should  never  be  run 
with  one  side  rod,  for  it  will  almost  inevitably  be 


78  POCKET  COMPANION. 

broken,  especially  if  the  engine  has  four  drivers. 
If  the  back  driving  wheel  tire  is  broken,  take  down 
both  side  rods,  block  or  sling  up  the  wheel  with 
the  broken  tire  by  running  it  on  a  block  high 
enough  to  run  it  under  the  boxes  on  the  pedestal 
binder  so  that  the  wheel  will  clear  the  track.  Then 
run  slowly  and  carefully  without  the  train,  reducing 
the  speed  still  more  when  passing  over  frogs  or 
crossing  plates.  The  blocking  should  be  no  longer 
than  the  box,  so  that  it  will  clear  every  thing. 

When  the  driving-shaft  breaks  outside  the  box, 
block  up  under  the  box  sufficiently  to  bring  the 
box  at  an  equal  height  with  the  other  side. 

Should  a  break  occur  which  will  render  it  neces- 
sary to  disconnect  the  main  rod,  the  piston  must 
be  secured  by  moving  the  cross-head  to  the 
extreme  back  end  of  the  guides.  Disconnect  the 
•  valve  stem  from  the  rocker-arm  and  pull  the  valve 
clear  back  so  as  to  cover  the  back  steam-port,  and 
screw  up  hard  the  glands  to  the  stuffing-box  and 
piston  to  prevent  them  from  moving.  This  will 
answer  until  the  Engineer  is  out  of  the  way  of 
approaching  trains,  and  afterward  a  piece  of  board 


ACCIDENTS   AKD  TEMPORARY    REPAIRS.        79 

may  be  tied  in  between  the  guides.  The  advantages 
of  this  method  of  disconnecting  the  rod  are  obvi- 
ous. Placing  the  cross-head  at  the  back  end  of 
the  guides  brings  the  piston-head  to  the  back  end 
of  the  cylinder,  and  pulling  the  valve  back  opens 
the  forward  steam-port,  so  that  when  the  throttle 
is  opened,  the  steam  fills  the  forward  end  of  the 
cylinder,  and  the  piston  is  held  solid  and  cannot 
move  while  the  throttle  is  open. 

In  case  of  a  broken  cylinder,  cover  the  ports 
with  the  valve  by  moving  the  reverse  lever  until 
the  rocker-arm  stands  as  nearly  plumb  as  possible. 
If  this  will  not  bring  the  rocker-arm  plumb,  dis- 
connect the  valve  stem  from  the  rocker-arm  and 
place  the  valve  where  the  rocker-arm  would  bring 
it  if  it  were  plumb.  Then  disconnect  the  valve- 
stem  in  the  middle  and  screw  up  the  stuffing-box 
gland  hard,  so  that  it  will  hold  the  valve  in  the 
required  position. 

The  method  of  treating  broken  truck  shafts  will 
vary  of  course  according  to  the  character  of  the 
truck.  The  engineer  must  use  his  judgment.  The 
truck  must  be  well  chained  up  and  secured  so  that 


80  POCKET   COMPANION. 

it  will  not  swing.  Should  it  be  a  tender  truck, 
however,  place  a  tie  across  the  top  of  the  tender 
and  chain  to  both  ends.  No  one  rule  can  be  laid 
down  with  regard  to  engine  trucks  that  would 
apply  to  all  the  different  styles  in  use. 

A  broken  tumbling  shaft  is  temporarily  reme- 
died by  placing  a  piece  of  wood  inside  the  links  on 
the  top  of  the  link  block,  of  sufficient  length  to 
permit  the  use  of  steam  enough  to  start  the  train 
either  on  a  level  or  a  grade.  This  will  save  the 
engine  much  needless  labor.  Should  one  link-lifter 
break,  use  the  same  remedy,  and  if  the  engine  can 
draw  the  train  working  at  twelve  or  fourteen 
inches,  place  the  reverse  lever  in  the  notch  desired, 
lift  the  link  with  the  broken  lifter  to  the  height  of 
the  other  link  and  place  the  piece  of  wood  in  the 
link  as  already  described.  The  link  blocks  should 
be  kept  as  nearly  as  possible  at  the  same  height,  so 
that  the  engine  will  work  square,  and  backing  up 
should  be  avoided  as  much  as  possible,  for  when 
that  is  done,  the  piece  of  wood  in  the  link  must  be 
lengthened. 


MISCELLANEOUS  SUGGESTIONS.      "          81 


MISCELLANEOUS  SUGGESTIONS. 

Slippery  Bails. 

An  engine  should  never  be  worked  so  as  to  use 
the  steam  too  expansively  when  the  condition  of  the 
track  is  such  that  the  driving  wheel  will  slip  badly. 
Owing  to  the  increase  of  lead  in  the  valve  under 
such  conditions,  there  will  be  a  greater  variation 
of  steam  in  the  cylinder  than  there  would  be  at  full 
stroke.  When  the  engine  is  working  with  six  or 
eight  inches  of  steam,  the  valve,  by  reason  of  the  lead, 
gives  an  opening  to  the  steam  port  before  the  piston 
reaches  the  dead  center.  By  the  time  the  piston 
has  passed  the  center  point,  and  before  it  goes  back 
far  enough  to  give  the  steam  leverage  on  the 
crank  pin,  there  will  be  an  increased  quantity 
of  steam  in  the  cylinder  nearer  boiler  pressure. 
By  the  time  the  engine  secures  a  leverage  on  the 
crank  pin,  the  pressure  is  so  great  and  so  quickly 
applied  that  there  is  no  relief  for  the  drivers  but  in 
slipping.  Working  with  a  full  stroke  and  a  light 
throttle,  however,  enables  the  engine  to  receive  the 
6 


8^  POCKET   COMPANION. 

steam  easily  and  with  a  uniform  pressure,  and  there 
will  be  less  likelihood  of  slipping.  This  explanation 
further  illustrates  the  statement  heretofore  made 
that  lead  on  the  valve  is  a  benefit  to  the  engine. 
With  full  stroke  and  light  throttle  very  good  time 
may  be  made  with  patience,  much  better  than  if 
the  engine  is  worked  expansively. 

Sanding  the  Rails. 

It  is  a  common  fault  among  Engineers  to  use  too 
much  sand  to  remedy  the  slipping  of  the  drivers. 
It  should  be  remembered  that  all  that  is  used  in 
excess  of  the  quantity  required  to  make  the  engine 
adhere  to  the  rail  is  a  disadvantage.  After  the 
drivers  pass  over  it  the  car  wheels  pick  it  up  one 
after  the  other,  until  every  wheel  on  the  train  is 
more  or  less  encumbered  with  it,  and  the  draft 
of  the  train  is  sometimes  increased  to  such  an 
extent  that  the  engine  cannot  overcome  it.  Engi- 
neers are  apt  to  get  out  of  patience  when  the  drivers 
persist  in  slipping  while  ascending  a  grade,  and 
thoughtlessly  open  the  sand-box  valves  and  cover 
both  rails  with  sand.  The  situation  is  not  improved 


MISCELLANEOUS   SUGGESTIONS.  83 

when  it  is  found  that  there  is  not  power  enough 
in  the  engine  to  move  the  clogged  train.  Such  a 
predicament  is  avoided  by  using  the  sand  as  spar- 
ingly as  if  it  were  a  very  costly  article.  Of  course 
a  sand-box  filled  with  sand  is  indispensable  on  a 
locomotive,  and  often  convenient  in  case  of  emer- 
gency. It  should  therefore  be  kept  in  perfect 
order,  and  used  judiciously.  It  is  often  needed  as 
much  to  hold  or  stop  a  train  as  to  prevent  slipping. 

Contraction  of  the  Flues. 

It  has  already  been  stated  that  pumping  cold 
water  into  the  boiler  after  shutting  off  the  throttle 
will  cause  sudden  contraction  in  the  flues.  The 
same  result  will  ensue  if  the  furnace  door  is  allowed 
to  remain  wide  open,  and  both  flues  and  fire-box 
will  contract.  If  it  is  desirable  to  reduce  the  pres- 
sure of  steam  it  is  better  to  use  a  little  more  pump, 
and  direct  the  fireman  to  cover  the  fire  a  little, 
leaving  the  door  on  the  latch  or  opened  a  trifle. 
Thus  steam  may  be  gradually  reduced  without  in- 
jury to  the  boiler  or  its  parts.  Where  heavy  trains 
are  to  be  hauled,  or  steep  grades  surmounted,  with 


84  POCKET   COMPANION. 

the  additional  drawback  of  bad  water,  the  effects  of 
sudden  contraction  are  very  soon  observable  in 
the  condition  of  the  boiler. 

Smoke  Stack  and  Draft. 

Smoke  stacks  differ  according  to  the  ideas  of  dif- 
ferent builders,  and  also  according  to  the  quality 
of  coal  to  be  used.  There  is  very  little  differ- 
ence, however,  in  the  general  principle  of  their 
construction.  The  draft  is  usually  controlled  by 
the  petticoat  or  draft  pipe,  whose  exact  position 
can  only  be  determined  by  experiment.  The  draft 
pipe  should  be  two  inches  less  in  diameter  than 
the  hole  in  the  saddle  to  the  smoke  stack,  with  a 
twenty-two  or  twenty-four  inch  flare  at  the  bot- 
tom. It  should  be  set  level  with  the  short  tips  on 
the  exhaust  pipes,  with  the  top  about  two  inches 
from  the  top  of  the  arch,  after  which  experiment- 
ing will  show  when  it  is  in  the  right  position  to 
make  steam  properly.  In  some  engines  it  will  be 
better  to  let  the  draft  pipe  run  up  into  the  stack 
eight  or  ten  inches. 


MISCELLANEOUS   SUGGESTIONS.  85 

Lining  up  Gross-heads. 

Where  the  old  fashioned  gibb  or  gibb  cross- 
head  is  used,  the  lining  up  is  done  by  taking  off  the 
outside  plate  and  also  the  inside  plate,  carrying  the 
lug  to  which  the  pump  plunger  is  fastened,  and 
then,  with  the  aid  of  a  pair  of  dividers,  working 
from  the  center  marks  on  the  cross-head.  It  will 
easily  be  perceived  where  the  liners  are  wanted  in 
order  to  keep  the  center  of  the  cross-head  in  the 
center  of  the  guides.  In  case  the  cross-head  is  a 
solid  one,  the  lining  must  always  be  done  at  the 
end  of  the  guides,  and  on  the  block  between  them. 
If  the  lining  is  done  at  the  center  of  the  guides, 
and  they  should  happen  to  be  sprung,  they  will  bind 
at  the  end,  and  perhaps  break  something. 

Position  of  the  Engine,  with  reference  to  the  Driving 
Boxes. 

Should  the  engine  get  too  low  on  the  driving 
boxes  owing  to  the  springs  losing  their  set,  allow- 
ing the  frame  to  strike  on  the 'boxes,  it  will  be  neces- 
sary to  raise  the  engine  by  shortening  the  hanger, 
using  washers  made  for  the  purpose.  On  the  other 


86  POCKET   COMPANION. 

hand,  should  the  engine  become  too  high  the  driv- 
ing box  will  strike  the  pedestal  binders.  In  that 
case  the  hangers  must  be  lengthened,  which  will 
let  the  engine  down  to  its  proper  place,  the 
Engineer  being  governed  as  to  distance  by  the  varia- 
tion in  the  hangers. 

Elevation  of  Boiler. 

The  boiler  of  the  locomotive  should  be  elevated 
a  little  higher  at  the  front  end  than  at  the  back, 
enough  so  that  it  will  be  perceptible  to  the  eye. 
This  situation  will  bring  the  greatest  body  of  water 
around  the  fire-box,  and  where  it  will  receive  the 
greatest  possible  amount  of  heat.  The  front  end  of 
the  engine  may  be  raised  by  inserting  a  ring  made 
in  two  halves  in  the  female  casting  around  the  cen- 
ter pin,  care  being  taken  not  to  raise  the  male  cast- 
ing out  of  the  female  casting  by  putting  in  too 
many  rings. 

The  Head  Light. 

The  head  light  should  always  be  kept  neat  and 
clean,  and  no  night  trip  should  be  made  without 
it  if  possible.  If  it  will  not  burn,  rather  than  use 


31ISCELLAXEO&S   SUGGESTIONS.  87 

none  at  all,  tie  a  hand  lamp  on  the  brackets.  The 
head  light  is  not  designed  so  much  to  assist  the 
vision  of  the  Engineer,  as  to  enable  others  to  see  the 
approaching  engine.  A  good  light  is  really  a  pleas- 
ant companion  for  the  Engineer  during  the  hours 
of  the  night,  and  very  little  time  or  trouble  is 
required  to  keep  it  in  good  condition. 

Heated  Pumps. 

When  the  cheok-valve  leaks  by  reason  of  its 
being  too  small,  and  becomes  cocked  in  the  cage, 
or  something  gets  under  it,  the  pump  will  get  hot 
and  will  not  work.  To  remedy  it,  shut  off  the  flow 
of  water  from  the  pump,  open  the  pet  cock  and 
put  the  heater  on  full  head.  Let  the  pet  cock 
remain  open  a  few  seconds  and  then  shut  it  for  a 
little  while.  Then  shut  the  heater  off,  letting  on 
the  flow  of  water,  and  try  the  pet  cock.  If  this 
process  does  not  set  the  pumps  working  the  first 
time,  try  several  times.  Jarring  the  check-casting 
lightly  with  a  hammer,  will  in  nearly  every  case 
remove  the  trouble  and  render  the  check  tight. 
Two  reasons  may  be  given  for  using  the  heater  to 


88  POCKET   COMPANION. 

get  the  check  down.  1st.  By  shutting  off  the  flow 
of  water  from  the  pump  and  putting  on  the  heater, 
the  pressure  below  the  water  line  is  less  than  above. 
and  the  check  being  below  the  water  line  when  the 
heater  is  put  on,  the  cold  water  in  the  feed  pipe  is 
forced  through  the  pump  into  the  boiler,  and  com- 
ing in  contact  with  the  heated  part  of  the  pump, 
will  reduce  the  expansion.  2d.  It  will  raise  the 
check  and  force  any  ordinary  obstacle  out  of  the 
cage  into  the  boiler,  and  also,  the  expansion  being 
reduced,  remove  the  obstacles  that  may  have  caused 
the  leakage  in  the  valve.  The  valve  will  bottom 
or  seat,  and  the  pump  will  immediately  commence 
working. 

The  Pumps  in  Freezing  Weather. 

During  cold  weather,  when  the  Engineer  is 
obliged  to  shut  off  the  pump  while  in  motion, 
the  pet  cock  may  be  left  wide  open,  and  neither 
the  pump,  the  valves  or  the  pet  cock  will  freeze.  He 
will  thus  avoid  the  trouble  of  using  the  heater,  as 
well  as  the  liability  of  getting  the  check  up,  while 
the  pump  is  always  in  readiness  for  work  when 
wanted.  This  applies  to  the  pump  in  constant 


MISCELLANEOUS  SUGGESTIONS.  89 

nse,  while  the  heater  may  be  used  to  the  other 
pump  to  prevent  its  freezing. 

A  Laboring  Engine. 

It  will  occasionally  happen  that  there  will  be  a 
pound  about  the  engine  when  all  efforts  to  ascer- 
tain the  cause  will  be  baffled.  When  that  is  the 
case,  see  if  the  piston  is  not  loose  in  the  follower, 
making  what  is  sometimes  termed  a  loose  piston. 
Sometimes,  also,  the  bolts  in  the  splice  to  the 
frame  will  be  cut,  and  still  remain  in  their  places, 
leaving  the  Engineer  to  believe  that  every  thing  is 
all  right.  These  matters  should  be  looked  after. 


90  POCKET   COMPANION. 


GENERAL  REMARKS. 

At  this  point  it  is  deemed  advisable  to  say  some 
thing  regarding  the  duties  and  responsibilities  of 
the  Engineer.  Much  has  already  been  well  said 
on  this  subject  in  the  columns  of  the  Engineer's 
Journal,  but  the  topic  is  not  by  any  means  ex- 
hausted. No  work  designed  to  acquaint  the  Engi- 
neer with  the  duties  of  his  profession  would  be 
complete  did  it  not  also  aim  to  inspire  him  with  a 
spirit  of  emulation  as  well  as  determination  to  so 
bear  himself  as  a  man,  that  his  membership  in  the 
Engineering  profession  will  reflect  upon  it  added 
honor  and  credit.  Every  Engineer  should  be  sen- 
sible of  the  great  responsibility  he  assumes  when  he 
steps  upon  the  foot-board,  a  responsibility,  it  may 
be  said,  which  belongs  to  very  few  of  the  ordinary 
occupations  of  life.  The  keenest  watchfulness 
and  the  most  unremitting  attention  is  required  of 
him,  at  all  times,  in  the  performance  of  his  duties, 
that  he  may  be  at  any  moment  ready  to  meet  try- 
ing emergencies,  when  perhaps  all  the  skill  and 


GENERAL   REMARKS.  91 

judgment  he  possesses  may  be  called  into  requisi- 
tion. He  may  often  be  called  upon  to  decide,  on 
the  instant,  matters  upon  which  the  gravest  re- 
sults depend,  and  which,  perhaps,  involve  the 
safety  of  hundreds  of  human  lives.  In  such  cases 
a  quick,  unerring  judgment  and  a  cool  head  are  of 
inestimable  value,  and  the  Engineer  who  possesses 
them  at  command,  has  that  upon  which  an  envia- 
ble reputation  may  be  based.  The  Engineer  usu- 
ally has  but  slight  warning  when  an  accident 
takes  place.  But  the  instant  which  may  be 
assumed  to  exist  between  the  discovery  that  dan- 
ger is  imminent  and  the  presence  of  the  actual 
peril,  may  afford  opportunity  either  to  ward  off  the 
blow,  or  mitigate  its  effect.  How  well  that  oppor- 
tunity is  improved  rests  entirely  with  the  man 
on  the  foot-board.  And  it  is  very  certain  that  it 
will  not  be  improved  if  that  man  is  habitually 
careless  or  inattentive.  It  is  true  that  men  are 
sometimes  overworked,  especially  on  our  larger 
railroads.  The  consequent  fatigue  may  cause  a 
relaxation  of  vigilance  on  the  road,  and  accourt 
for  many  casualties  attributed  to  sheer  carelessness. 


92  POCKET   COMPANION. 

But  even  physical  weariness  is  no  excuse  for 
carelessness,  and  the  sense  of  responsibility  which 
should  be  ever-present  ought  to  suffice  to  keep  the 
eye  steadily  forward  and  vigilance  unrelaxed.  Rail- 
road officials  ought,  however,  to  be  held  strictly 
responsible,  when  they  press  more  work  upon 
their  Engineers  than  they  are  able  to  perform,  and 
when  it  is  done  and  serious  accidents  result,  as  they 
will  inevitably,  the  public  should  be  made  aware 
of  the  truth  and  the  blame  placed  where  it  belongs. 
Meanwhile  Engineers  should  steadily  combat  ex- 
cessive overwork,  and  neither  permit  their  em- 
ployers to  persuade  or  force  them  into  it  or  be  too 
willing  to  accept  it  because  of  the  added  amount 
of  money  it  will  bring  on  pay  day.  Every  En- 
gineer ought  to  make  it  an  inflexible  rule  never 
to  run  a  locomotive  over  the  road  when  he  feels 
reasonably  doubtful  of  his  physical  capacity  to 
complete  the  journey  satisfactorily.  In  honesty  to 
himself  and  to  his  employers  he  should  refuse  under 
such  circumstances,  and  should  remember  that  no 
master  mechanic  or  superintendent  would  be  will- 
ing to  take  from  his  shoulders  the  responsibility 


GENERAL   REMARKS.  93 

for  any  accident  that  might  occur.  His  manliness 
would  be  respected  also  by  those  still  higher  in 
authority,  and  he  would  have  the  additional  satis- 
faction of  feeling  that  he  had  performed  a  manifest 
duty  to  his  family  and  to  the  community. 

Furthermore,  Engineers  sometimes  fail  because 
they  are  not  always  particular  to  discharge  their 
whole  duty  strictly  in  accordance  with  orders. 
This  is  a  serious  fault,  and  one  which,  if  persisted 
in,  is  sure  to  bring  trouble.  The  smallest  point 
should  never  be  left  undone  or  unattended  to.  In 
plain  terms,  Engineers  should  always  mind  their 
own  business,  keep  their  own  counsel,  and  be  cau- 
tious with  regard  to  all  their  words  and  acts,  remem- 
bering that  others  have  fine  feelings  as  well  as  they, 
and  do  not  like  to  have  them  trampled  upon. 
He  should  respect  every  man's  feelings  and 
neither  commit  himself  nor  place  himself  in  the 
power  of  any  person.  By  such  a  course  he  will 
preserve  his  own  dignity  and  independence,  and  be 
able  to  meet  every  man  on  his  own  level.  These 
qualities,  joined  with  courtesy  to  all  with  whom  he 
is  brought  in  contact,  will  win  friends  and  estab- 


94  POCKET   COMPANION". 

lish  his  character  and  reputation.  On  the  other 
hand,  neglect  and  careless  performance  of  duty, 
surly  and  overbearing  manners,  and  heedless  and 
injudicious  conversation  or  conduct  with  bosses  and 
others,  will  surely  result  in  trouble  and  misfortune* 
The  Engineer  guilty  of  these  faults  will  ultimately 
cease  in  a  measure  to  be  conscious  of  them,  and 
though  he  gets  into  trouble,  will  fail  to  ascribe 
it  to  its  true  cause,  and  will  perhaps  imagine,  when 
he  is  suffering  the  consequences,  that  he  is  suffer- 
ing unjustly.  Such  men  are  the  first  to  feel  the 
effect  of  dull  times,  and  often  a  mere  pretense  is 
sufficient  to  render  their  positions  vacant.  It  is  a 
sad  fact  that  there  are  many  Engineers  of  this 
class,  and  perhaps  they  will  continue  to  be  more  or 
less  numerous.  At  all  events,  let  the  young  Engi- 
neer who  reads  these  words  resolve  that  he  will  not 
be  of  the  number. 

There  may  be  those  inclined  to  make  light  of 
these  remarks,  but  it  is  obvious  that  good  morals, 
integrity  of  character  and  clear  understanding  are 
peculiarly  valuable  to  an  Engineer,  who  cannot  be 
too  circumspect  in  his  conduct  or  too  strict  in  the 


GENERAL    REMARKS.  95 

performance  of  the  duties  imposed  upon  him. 
Every  Engineer,  therefore,  who  strives  to  excel  in 
this  regard,  does  his  part  toward  gaining  the  good 
opinion  and  respect  of  the  community  for  his 
dangerous  and  responsible  profession,  and  materi- 
ally enhances  his  own  welfare.  Nothing  worth 
keeping  will  in  any  sense  be  lost  to  the  Engineer  by 
an  endeavor  to  live  a  life  of  truth,  justice,  sobriety 
and  morality,  and  consistently  adhering  to  the 
golden  rule,  resolutely  excluding  malice  and  jeal- 
ousy in  his  daily  intercourse  with  brother  Engi- 
neers. 


96  POCKET   COMPANION. 


SPECIAL  ADV1GE  TO  ENGINEERS  AND 
FIREMEN. 

Having  explained  the  principal  points  of  the 
locomotive,  and  pointed  ont  the  duties  of  the  loco- 
motive fireman  and  engineer,  as  such,  it  is  perhaps 
not  out  of  place  for  one  whose  observation  and  ex- 
perience extend  over  a  period  of  more  than  a  score  of 
years  in  railroad  life,  to  call  attention  to  another 
matter  which  may  not  come  strictly  within  the 
scope  of  this  treatise,  but  which  is  nevertheless  of 
the  highest  importance. 

While  it  is  true  that  upon  our  railroads  are 
men  of  the  noblest  and  most  generous  impulses, 
still  you  have  undoubtedly  observed  the  alarming 
extent  to  which  evil  habits  prevail  among  them. 
We  will  presume  that  you  are  an  upright,  moral 
man.  If  so,  let  your  influence  be  felt  wherever 
your  presence  may  be.  A  look  from  you  may  so 
rebuke  your  profane  companion  that  he  will  cease 
to  swear  where  you  can  hear,  and  your  persuasion 
maybe  effectual  in  inducing  another  to  abandon 


SPECIAL  ADVICE.  97 

the  intoxicating  cup.  You  will  be  met  by  many 
arguments  in  defense  of  wrong.  One  thinks  it  is 
manly  to  swear  or  to  drink  at  the  bar  with  a  friend 
—  thinks  he  cannot  be  a  man  among  men  if 
he  does  not.  Tell  him  his  position  is  a  wrong 
one,  tell  him  that  down  in  the  deep  of  his 
own  heart  is  the  consciousness  that  he  himself 
will  most  readily  trust  the  man  who  pronounces 
the  name  of  God  reverently,  and  whose  breath 
is  not  tainted  with  intoxicating  drinks.  Tell 
him  that  such  habits  degrade  and  unfit  him 
for  companionship  with  the  pure  and  the  good. 
Tell  him  that  the  traveling  public  cherish  the 
highest  respect  for  all  who  act  the  gentleman  and 
that  no  man  is  regarded  as  gentlemanly  who  uses 
profane  language,  or  is  known  to  be  under  the  in- 
fluence of  strong  drink.  Tell  him  that  any  one  of  the 
ordinary  habits  of  vice  indulged  makes  it  very  easy 
to  fall  into  others,  diminishes  self-respect,  self-con- 
trol and  makes  him  less  a  man,  and  this  he  has  no 
right  to  become.  His  friends  will  hold  him  re- 
sponsible for  what  he  might  have  been.  Tell  him 
that  his  relation  to  the  company  binds  him  to 
7 


98  POCKET   COMPANIOX. 

scrupulously  guard  and  protect  their  interest,  and 
this  he  cannot  do  without  a  clear  head,  and  honest 
heart.  Tell  him  that  men  of  uprightness  of  char 
acter  are  the  ones  above  all  others  to  be  intrusted 
with  important  interests,  and  such  are  usually 
sought.  If  he  has  a  family,  show  him  how  they 
will  be  influenced  by  his  actions.  His  wife  may 
be  a  jewel,  and  his  children  as  sweet  and  lovable  as 
any  under  the  sun,  but  who  will  seek  them  out 
and  introduce  them  into  society,  especially  if  they 
should  first  meet  him,  who  so  unjustly  and  falsely 
represents  them  ?  As  a  rule  they  rise  and  fall  with 
him,  and  as  no  man  can  afford  to  sacrifice  his 
family,  tell  him  to  be  true  to  the  noblest  instincts 
of  his  nature,  and  the,  highest  capacities  of  his  be- 
ing. Finally,  tell  him  that  whila  the  externals  of 
morality  alone  will  not  insure  entrance  into  life, 
the  practice  of  vice  will  effectually  debar  from  it 


I]S1DEX. 


PAGE. 

Advice,  special,  to  Engineers  and  Firemen 96-98 

Accidents,  duty  of  Engineer  when  they  occur 75 

mode  of  management  in  case  of 75 

Boiler,  advantage  of  high  water  in 70 

check  hole  in 41 

effect  of  pumping  cold  water  into,  with  throttle 

shut  off 70 

elevation  of 86 

should  be  water  in,  before  starting  fire 11 

Blowing  in  cylinders  and  valves,  how  to  detect  and  how 

to  remedy 44-48 

Brasses,  obtaining  centers  of 38 

rule  for  reducing 37 

Cab,  cleaning  interior  of 12 

Center-marking,  how  done 31 

Check -valve,  mode  of  remedying  leaky 87 

Counterbalance,  experimenting  with 72 

Cross-heads,  mode  of  lining  up 85 

used  to  obtain  starting  point  at  extreme  dead  center,  54 
why  placed  on  extreme  forward  center  in  setting 

eccentrics 63,  64 

Cylinder,  blowing  in. 44-48 

clearance  of : .- . .     35 

how  steam  is  admitted  in 49 

mode  of  procedure  when  broken 79 

turning  packing  rings  in 44 


100  INDEX.        - 

PAGB 

Cylinder  packing,  directions  regarding 44-48 

grinding  in 44,  45 

loss  of  power  when  not  tight 45,  46 

Draft-pipe,  dimensions,  etc.,  of 84 

Driving-shaft,  mode  of  blocking,  when  broken 78 

Driving-spring,  broken,  how  to  repair 75,  76 

Driving-wheels,  how  they  should  be  trammed 30,  31 

Eccentrics,  how  placed  in  direct  and  indirect  motion 

engines 60,  61 

manner  of  setting,  on  the  road 63-65 

rule  regarding  throw  of 60 

Engine,  both  sides  of,  should  be  measured  to  ascertain 

the  expansion 73 

Engineer  should   ascertain   when   repairs   to,    are 

needed 22 

Firemen's  duties  when  starting  on  a  trip  with. .  11-13 

housing,  after  a  trip 14 

how  injured  by  pumping  with  throttle  shut  off. ...  71 

laboring,  where  to  look  for  cause  of 89 

moving,  around  yards  and  stations 27 

oiling 12 

position  of,  to  be  first  noted  in  case  of  leaving  track,  75 
position  of,  with  reference  to  the  driving-boxes. ...  85 

remedy  for  riding  hard 73,  74 

worn  out,  assignment  of  young  engineers  to 28 

Engineer,  advice  to,  when  on  single  track 20 

duties  of,  on  completion  of  trip 21,  22 

duty  of,  when  engine  is  off  the  track 75 

general  duties  outlined 17-23 

general  remarks  on  the  duties  and  responsibilities 
of...  -..'  90-95 


INDEX.  101 

PAGE 

Engineer,  indispensable  requisites  of 17 

precautions  to  be  observed  by,  in  running  over  road,  18 

preparations  for  a  trip 17-19 

should  avoid  blocking  the  road  when  in  trouble. . .  21 

should  closely  watch  for  defects  in  engine 21,  22 

should  possess  a  good  time-piece 17 

should  see  that  sufficient  water  is  in  boiler 19 

should  start  his  engine  with  care 18 

when  preliminary  knowlege  of,  is  best  obtained. . .   16 

Engineers  and  Firemen,  special  advice  to 96-98 

Equalizer,  broken,  how  repaired 76 

Expansion  braces,  why  provided 73 

Expansion,  exact  amount  of,  should  be  ascertained 73 

Extreme  or  dead  center,  how  ascertained 56,  57 

Fire,  directions  for  starting 11 

precautions  to  be  observed  in  starting 11,  12 

to  be  extinguished  immediately  when  engine  runs 

off  the  track 75 

Fireman,  advice  to  those  seeking  promotion 15,  16 

duties  on  completion  of  trip 14,  15 

duties  when  starting  engine  on  a  trip 11-13 

duties  while  running  over  the  road 13 

general  duties  outlined 11 

should  manifest  interest  in  his  duties. . 13 

Firemen,  Engineers  and,  special  advice  to 96-98 

Firing,  when,  should  not  be  done 13,  14 

Flues,  contraction  of ' 83 

Freezing  weather,  mode  of  treatment  of  pumps  in 88 

letting  fire  go  out  in 21 

Freight  engines,  beginners  usually  placed  on,  at  first. .  27 
Full  port,  when  obtained  with  and  without  lead 54 


102  INDEX. 

PAGE, 

General  remarks  on  the  duties  and  responsibilities  of 

the  Engineer 90-95 

Go-ahead  eccentric,  throw  of 60,  61 

Head-light,  injunctions  regarding 87 

Heated  pumps,  remedy  for 87,  88 

Hooks,  eccentric,  how  equalized  with  throw  of  eccentric,  04 

Hostlers 15 

Jack,  use  of,  in  adjusting  rods 36 

Journals,  engine  and  tender,  to  be  inspected. . .      28 

Lap,  functions  of 50-52 

inside,  advantages  and  disadvantages  of 51,  52 

inside,  why  suitable  for  freight  engines 51 

lead  equivalent  to 55 

Lead,  how  obtained 53 

on  valve,  explanation  of 53-55 

utility  of 54,  55 

Liners,  use  of,  in  adjusting  rods  and  brasses 33-37 

Link-lifter,  mode  of  treating  when  broken 80 

Locomotive,  definition  of 9 

Long  runs  for  water  should  be  avoided 20 

Low  water,  results  of 11-19 

Main  rod,  how  to  disconnect 78,  79 

Motion,  direct  and  indirect 61,  62 

Oiling  engine 12 

Packing  pumps 40 

Passenger  engines  should  have  very  little  inside  lap. . .  52 

Pet  cock,  management  of 42,  43 

result  of  neglect  of 43 

Piston,  clearance  and  travel  of 35,  36 

Pumping,  importance  of  proper  attention  to,  when  on 
the  road '  09,  71 


INDEX.  103 

PAGE. 

Pump,  packing  of 40 

should  not  be  worked  after  throttle  is  shut  off ....  69 

when  advisable  to  shut  off , 70,  71 

Pumps,  liners  and  rings  should  be  watched 41,  42 

general  directions  regarding 38-43 

mode  of  treatment  in  freezing  weather 88 

overhauling 39 

result  of  too  hard  packing 40 

should  be  repacked  when  they  commence  to  leak. .  40 

should  work  freely  and  uniformly 38 

Pump-valves,  description  of 39 

how  should  be  set  . .    39 

lift  of 39 

Rods,  adjustment  of 32-37 

Rubber  springs,  should  be  kept  on  tender  for  emergen- 
cies    76 

Sand,  should  be  used  sparingly  on  slippery  rails 83 

Sanding  the  rails,  cautions  regarding 82 

Side  and  main  rods,  adj  ustment  of 32-37 

Side  rods,  adjusting  to  proper  length 83,  34 

keying  up  on  pins 35 

tramming  apd  lining 33-35 

Slippery  rails,  suggestions  regarding 81 

Smoke-stack,  suggestions  regarding 84 

Special  advice  to  Engineers  and  Firemen 96-98 

Steam  ports,  description  of 49-52 

Tank,  to  be  kept  clean 40 

Temporary  repairs,  directions  for  making 75 

Throw  of  eccentric,  rule  regarding 60 

Tire,  mode  of  procedure  when  disabled 77,  78 

Train,  breaks  in,  to  be  avoided 27 


104  INDEX. 

PAGE. 

Tramming  driving-wheels 30,  31 

Tramming,  explanation  of 30 

when  and  how  it  is  done 30 

Trucks,  packing 28 

Truck  shafts,  method  of  treating  when  broken 79,  80 

Tumbling  shaft,  temporary  remedy  when  broken 80 

Valve,  cavity  in 50 

explanation  of  lead  on 53-55 

how  amount  of  lead  of,  is  ascertained 59 

laps  of 50-52 

travel  of,  how  to  detect  obstruction  to 68 

utility  of  lead  of 54,  55 

Valve  motion,  course  of  procedure  when  out  of  order,  66-68 

four  points  of 67 

position  of  the  engine  when  examining 67 

trouble  with,  on  the  road,  how  remedied 66-68 

Valves,  how  set 57,  58 

philosophy  and  principles  of 49,  50 

Valve  seat,  should  be  above  opening  in  cage 41 

strainer  to,  should  be  air-tight 41 

ports  of 49 

Water  and  fuel,  directions  to  Fireman  regarding 12 

Water  in  boiler,  management  of 19 

Wedges,  setting  up 32 

Young  Engineers,  advice  to 23-29 

assignment  of,  to  worn-out  engines 28 

suggestions  to,  when  placed  on  a  dtrange  engine,  24-27 
when  worthy  of  promotion 23 


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